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Tue, 09 Apr 2019 07:15:30 +0000http://www.easyballoons.co.uk/?p=7161Very Sad News - Julian Nott dies in ballooning accidentJulian Nott passed away peacefully on 26th March, 2019 after suffering multiple injuries from an extraordinary and unforeseeable accident following a successful balloon flight and landing in a remote area near Warner Springs, California on Sunday 24th March. His loving partner of 30 years, artist Anne Luther, was at his side. Julian was flying an all new experimental balloon that he invented, designed to test high altitude technology. Julian was changing the course of balloon history with the development of an entirely new system in which conventional ballast is replaced with cryogenic helium. It appears that he was injured about three hours after the landing. ‘Whilst making the pressurised cabin secure it tumbled 500 feet down the mountain with him inside. As result he sustained multiple head (and other) injuries’, reported Roberta Greene, a spokeswoman for Nott’s family, in an email. A short piece on the accident can be found on his website. Our deepest sympathy goes out to his family and friends.

Known as the founder of the modern ballooning movement, and one of its most creative and innovative exponents, Julian was changing the course of balloon history with the development of an entirely new system in which conventional ballast is replaced with cryogenic helium. He broke 79 World Ballooning Records and 96 British Records, including exceeding 55,000 feet in a hot air balloon. The Smithsonian Air and Space Museum has described Julian as “a central figure in the expansion of ballooning as an organizer, pilot, and most of all as arguably the leading figure to apply modern science to manned balloon design.” According to the Federation Aeronautique Internationale, also known as the FAI or the World Air Sports Federation, Julian also set a Guinness World Record in 2017, at age 72, for the highest documented tandem skydiving jump, from 31,916 feet (9,727 meters). In 2014, he helped Alan Eustace break the record for the world’s highest parachute jump, from an altitude of 135,890 feet (41,419 meters). The FAI website also lists dozens of his other world records for feats of altitude, distance and time aloft.

His partner, Anne Luther, his brother Robert Nott, and nieces Elizabeth Salmon and Katherine Nott survive Julian. The funeral in the Nott Family Plot in England will be for family only but there will be a celebration of Julian’s life later in the year in Santa Barbara, California. Information will be posted on Julian’s website. In lieu of flowers, Julian’s wishes were for donations to his favorite charity, SEE International. Contact: Roberta Greene, Roberta.greene@icloud.com. For a fuller summary of his life, achievements and adventures go to his website.

Phil’s Hurricane moves onInteresting to hear that Phil Lawton’s old Hurricane has changed hands and is now in a private collection in southern Germany. The Hurricane XII ‘AG244’ (G-CBOE) is now out of its Finnish markings and back to its Rhodesian Air Force colours. Its new home isn’t that far from Schwabisch Hall, where we spotted it a few years ago, at Aalen Elchingen Airfield near Stuttgart, a business jet centre. The new owner plans to base the Hurricane there alongside several other aircraft in a new hangar as part of his collection.

Heads up - it’s a TCDS update spectacular
Bet you were just thinking, “Haven’t had a TCDS update for a while.” Fear not, here are two, one from Balony Kubicek and one from Chaizybabes just to make up a paragraph or two and get you all excited. EASA.BA.017, the elusive Balony Kubicek Special Shape hot air balloon one, has leapt, in one bound, from issue 25 to issue 26, something that the main stream press didn’t twig, probably for reasons Brexit. Pretty exciting I reckon. The reason is the addition a 3300cubic metre special shape with the name ‘Handy’ MTOM is 995kg. Bet its jolly heavy. We inspected some new Kubicek stuff recently. Bit on that further down I dare say.

Chaize Balloons, stuff of fantasy sipping red wine in the village square stuff, have popped into the frame for the second time this year. BA.015 (types CS,JZ,JZC,DC) went to issue 10 on 19/03/2019 with the addition of a 4,000cu.m. envelope CS4000 24 gore jobbie. Must get them in to official TCDS bit at some stage. Then, just when you thought it was all over those Spanish Spaniards at Ultramagic have moved HAB TCDS BA.014 to Issue 23. It mainly appears to be certification basis changes and in Section 7 with reference to Series N revised basket and burners and the N-450 Series B approval dates have also been amended.

They have also had a look at the Service bulletins and SB01/99 [Fisher M220M connectors], SB01/10 [Basket bottom frames] and SB01/11 [Burner frame inspection] have been embodied in the Maintenance Schedule in the Maintenance Manual. SB01/03 [Tape loops] is now completed so closed.

All the Document(s) listed can be downloaded from the direct link(s) found in the Technical Support area on the Ultramagic website.

Here’s a sweatshirt to end all sweatshirtsDiscovered by Elaine Smith this wondrous thing was produced by Initially Yours and embroidery company based in Bristol. They printed up a lot of the sweatshirts for Flying Pictures and very good they were to. I still have a few survivors but sadly most now have holes in them or have finally expired. Presumably this was a sampler. A quick look at the images dates it around 1990 but there are older balloons on display. We spotted the first J Bennett balloon, Union Jack (Flying Pics 180), Tickled Pink, Buckshot, Legal and General, possibly an early BT balloon and the conceptual Black Horse Balloon. G-BRZA Phil Dunston is there (now I the care of Tony Brown) and the red, white and blue one could be the first RAF balloon. There is also what might be Travel-Gas. The ride boys are there with Arthur Street’s ‘Exeter Balloons’ and, as it was then, Phil Clarkes ‘Bristol Balloons’. Halls Brewery (stuff the bear follow the hare), one-time sponsors of the Bristol Balloon Festival. It seems that Initially Yours are still in business whereas quite a few of these have ceased flying! No prizes for naming them all but would be interesting. Most famous one is the upper of the two balloons above Buckshot. It’s ‘Dollar’, the one Ray Bailey flew into a crane in Spain. The one joining it is possibly K-TEE. Black Horse flyers must have been regular customers then!

Propliner Annual out - Jets are for kidsFollowing the switch from magazine to annual publication the 2019 edition of the Propliner Annual will be published on Monday 15 April. The eagerly-awaited book has been extended to 144 pages with 20 feature articles illustrated with more than 300 photographs. Amongst the features is one on the BOAC Douglas DC-7C fleet, the DC Seven Seas. Two aircraft familiar at one time in British skies, but still flying, are in the book and take pride of place in our short preliminary review. Regulars at Coventry Airport will recall the Lockheed Electra fleet flown by Atlantic Cargo Airlines. Seen in the image is the 1961-built former G-LOFE, which saw UK service from 1982 until 2013 when it crossed the Atlantic, gained a new registration and had what is probably the cheapest makeover of all time. BTN editor-in-chief Malcolm Ginsberg has flown on this aircraft and also a Varig passenger version. The Buffalo story is written by Electra skipper Tony Jarvis, who has been flying Hercules and Electras in northern Canada for more than 30 years. With British Airways keen to promote the airlines that helped to create the UK flag carrier in 1974 the Erickson Douglas DC-7 is still being flown in Oregon as an aerial fire tanker. BOAC operated 10 of the type from 1956 to 1965. Copies of this bumper edition can be ordered from the website, simply by going to the Online Shop and selecting the '2019 Annual'. And for anyone wishing to supplement their "Propliner" reading, why not order a back issue or two, or even last year’s annual, at the same time? Anyone who has experienced difficulty in contacting the editor via email at editor@propliner.co.uk can use an alternative e-mail address at tmjpropliner@btinternet.com.

Kevin Meeham made Vice-President - Brill
Great news in that Kevin Meeham, who helped the Montygolfing brothers get airborne, has receieved the British Balloon & Airship Club’s highest accolade for long and, or, extraordinary service to the Club, Sport and Industry in being elevated from mere member to the status of Vice President. As can be seen on the committee and officers page of Aerostat, there are six current (living) Vice Presidents. At the BBAC AGM 2019, Kevin Meehan was awarded the status of Vice President in recognition of his many decades of work within the Club, notably in training and examining and work on the flying committee and examiners' panel, as well as to recognise his lifetime of achievement as a pilot and in managing projects with balloons and airships. Loads of congratulations to you sir for your tireless energy over the years helping so many to become pilots and to ensuring their have been instructors to do it.

Beware the Eighth of AprilJust a reminder that the new regulations concerning cover-all fire blankets, pilot restraints, if you have turning vents disconnected or not, first aid kits the contents of which don’t fit in an underbed storage unit, knives that would be conviscated at check-in, comes into force on the 8 April (shame it wasn’t the first then we all could have had a jolly good laugh and ignored it). Then there is the in-flight escape system. Having studied the balloon Rule Book more thoroughly I can now put hand on heart and ask what ever happened to the Red Tape challenge? Although thoroughly sensible advice, in the main, the promise that it is written to be more understandable is cods. I have seriously revised my opinion of it. You need to spend a few hours just cross checking the GM BOP Bap with the AMC BIF BOT with the Article against the Regulation then over the ferret’s biscuit barrel, it leaves one confused at best. There are some seriously daft things in it. Competition flying is considered a specialist operation requiring a risk assessment. So if you are at your local friendly balloon meet and a competition is set of longest flight and first back to the launchfield then a risk assessment is due. How about flying with a cup of water, least spilt type of thing. The Long Jump will need a risk assessment.

Let’s take a fly-in as a ‘competition’. Now read the Rule Book. It states in GM2 BOP.BAS.190 that ‘The pilot-in-command or the operator determines whether the main purpose of an operation is passenger ballooning, commercial or not, or whether the activity falls within the scope of a balloon specialised operation. As regards a balloon specialised operation, the pilot-in-command or the operator applies the criteria in AMC1 BOP.BAS.190 and the activities listed in GM1 BOP.BAS.190.’ Still with us? Right, checking AMC1 BOP.BAS.190, it says ‘CRITERIA FOR BALLOON SPECIALISED OPERATIONS. The pilot-in-command or the operator should consider the following criteria to determine whether an activity falls within the scope of balloon specialised operations: (a) special equipment is necessary to fulfil the task and which affects the behaviour of the balloon in flight; (b) external loads are lifted; or (c) persons enter or leave the balloon during flight. GM1.’ Now I can’t see any of those things being applicable so it isn’t. Losing the will I check GM1 BOP.BAS.190 and under ‘List of Operations’ at point 3 it says ‘special events flights, including flying displays and competition flights’. But we are not doing anything in AMC1 BOP.BAS.190 so why is competition flying there? Going back to GM2 BOP.BAS.190, if the pilot determines it isn’t a specialised operation then it isn’t is it? At best the information given is arse about face, confusing and has no grounds for enforcement. Now if you are lobbing someone out the basket then fair enoughish, but a Hare and Hounds?

Since I wrote this I have been walking and thinking and I have to say it is, at best, advisory and at worse, most of the stuff is either an extension of an AOC Operations Manual made more complicated or excess baggage, a lot of which makes no sense for private balloonists. I do think we need to approach this in a more pro-active way. The pilots harness is to be understood, in a way, but truth is, logically, it ought to be compulsory in a balloon without turning vents as the basket could land on the short side. Watch this space. Next (o:

Newbury Show - Last of the good old fashioned shows
Well fair enough, it is now known as the Royal County of Berkshire Show but it is still fabbo. It is also one of the first to have hot air balloons flying out of the arena and this year even more splendiferous it is 35 years since that first happened. Whoa Ho. It will always hold a special place for us Old and Rusty Boys as it was the last event on the circuit and we once hung Andy Rawson’s basket from the crane that was usually by the entrance. He laughed and pointed until he discovered it was his. Sense of humour failure followed. That would never happen these days, of course, and anyway the 3-4-40 Region BBAC have pleasure inviting balloonists to come and join in over the weekend of Saturday 21 & Sunday 22 September 2019. With more than 60,000 visitors expected over the weekend, the event is the highlight in the local farming and ballooning calendar. As in previous years, flying will take place in the mornings and evenings with two showcase launches from the main arena. As 2019 is also a celebration of 35 years of ballooning from the Show, you can expect some surprises! Each balloon team will also be allocated four complimentary entry tickets for the show as a thank you for their participation. Accommodation within the area is always at a premium on show weekend so we advise you to book early to avoid disappointment! To get an application form please contact Jonathan Harris at events3440@hotmail.com. They need to be completed and returned by Friday 5 July. Further details on the show can be found on the website www.berkshireshow.com.

Multiple infringements of Luton Controlled Airspace - Pilot fined
An airspace infringement is the unauthorised entry of an aircraft into notified airspace. This includes flight in controlled airspace (Control Areas, Control Zones and Terminal Manoeuvring Areas), prohibited or restricted airspace (either permanent or temporary), active danger areas, aerodrome traffic zones (ATZ), radio mandatory zones (RMZ) or transponder mandatory zones (TMZ). Any airspace infringement has the potential to be a serious safety incident which may result in a mid-air collision or AIRPROX (where the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised). In 2017 there were a total on 1165 airspace infringements reported through Mandatory Occurrence Report (MOR) or Alleged Breach of Air Navigation Legislation (ABANL) reports. Of these, 307 were investigated by the CAA's Infringement Coordination Group. Findings by the CAA suggest that, the correct use of a moving map could have prevented 85% of infringements and the correct use of a frequency monitoring code (also known as a listening squawk) could have prevented 65% of infringements. Recognition of, and dealing with, overload, fixation and distraction could possibly have been effective in 43% of cases and better familiarity with aircraft and equipment could also, possibly, have been effective in 24% of cases.

The latest case went to court on the 5 March 2019, when a pilot pleaded guilty to four infringements of Luton Controlled Airspace in 2018. The pilot was ordered to pay £7,576 in fines. The infringements resulted from a number of failings that the CAA’s Airspace Infringement Coordination Group (ICG) is seeing repeated frequently. Fortunately, other airspace infringements rarely have such significant consequences as these occurrences. In September 2018, a C172 pilot departed Wellesbourne Mountford to fly to Duxford; his planned route was via the DTY VOR, Cranfield, Old Warden and Royston. He had planned the flight to take place in August, but it did not take place due to poor weather.

He undertook the flight in September and infringed Luton controlled airspace on four occasions causing multiple losses of separation and disruption to aircraft which were broken off approach, issued with vectors and issued speed restrictions to remain clear of his aircraft. Departures from Luton Airport were suspended three times. The C172 pilot, concerned that he had become over-reliant on using moving map/GPS technology, had decided that he would navigate using a chart and visual reference points. He used the same PLOG that he had prepared for the flight in August. In August, the winds were 260-280/6kts; on the day of the flight, Luton Airport was using Runway 08 and, at the time of his morning flight, the wind at 2,000 ft was north/northeast at 5 kts, increasing to 15 kts for his return flight in the afternoon.
The Flight

Outbound from Wellesbourne Mountford, after flying 40 nm, the pilot was 30 degrees right of track and some 14 nm south of the planned position. Instead of being overhead Cranfield, the pilot was overhead Cheddington. Prior to the first uncleared entry into controlled airspace, an inbound aircraft to Luton Airport had its descent stopped as a precautionary measure. The C172 entered the Luton CTA at 3,000 ft and flew along the final approach to Runway 08. This required avoiding action to be issued to the inbound aircraft. Despite the turn, separation was lost. Two other inbound aircraft were issued with control instructions to ensure that separation was maintained. The infringing aircraft then entered the Luton CTR necessitating all departures from the airport to be suspended. The C172 left controlled airspace to the south, between Hemel Hempstead and St Albans.

Unsure of his position and thinking he was over the M11 (the aircraft was actually over the M1), the pilot called D&D and advised he was lost. The pilot was told he was over Hemel Hempstead and requested ‘a fix for Duxford’. The pilot could not locate Hemel Hempstead on his chart as it was on the fold. When asked, the D&D assistant advised the pilot that Duxford was 29 nm to the northeast. The pilot followed the bearing for Duxford. Six minutes after leaving controlled airspace, the C172 re-entered the Luton CTR on a north-easterly heading. Departures from Luton Airport were suspended again. The C172 flew within approximately 1nm of the runway at Luton Airport. Departures resumed when the aircraft left controlled airspace 8 minutes later.

The return flight was unplanned; the pilot intended to reverse the route. The flight was going to plan until the ATC unit at Cranfield aerodrome requested the pilot flew further south. The C172 entered the Luton CTR at 2,500 ft, in the vicinity of Letchworth Garden City. Departures from Luton Airport were suspended for a third time. Two losses of separation occurred: an aircraft that was airborne from Luton Airport came within 1.1 nm of the C172 and an aircraft on approach lost separation with the C172, which was flying parallel to Runway 08 at 2,100 ft. The C172 continued to the west and left controlled airspace in the vicinity of Dunstable 4 minutes after entering.

Balloons travel very slowly (most of the time) so there really isn’t any excuse for infringing controlled airspace, however it does sometimes happen. Flight planning is paramount if you fly close to controlled airspace as commercial pilots will always tell you. On the other hand there have been reports of balloons in airspace by fixed wing pilots on account that they are not necessarily aware of how big a balloon is. Classic example is Father Ted “No Dougal, those aren’t small cows, they are big cows a long way away.” The CAA are taking a much tougher line on infringements these days so if you do stray somewhere you shouldn’t be then its best that you put your hands up and contact them as soon as possible. You should make an Occurrence Report. Occurrence Reports are now made through the EASA Reporting Portal http://www.aviationreporting.eu/AviationReporting/

RAF Hendon goes techno-Dambusters
The RAF Museum Hendon has introduced one of the most innovative exhibitions in its history. Visitors can now take a virtual reality ride on an Avro Lancaster to attack the Möhne Dam.

Participants need to don a VR headset and haptic vest bringing the real feel and presence of being in the radio operator’s seat in the bomber. It is so realistic that by standing up one can see the pilot, flight engineer and navigator all at work and view out of the side window the Norwegian forests during the low approach. The vest and headset fantasise the vibration and roar of the four Rolls-Royce Merlin engines. Unless you have already flown the device, participants seem a little weird jumping up from their seats and clearly looking for something that is in cyberspace. Olie Kay of All Seeing Eye, the company that created the ride, said: “This experience isn't about explaining all the facts of the mission. It's about exploring the human story of the real people who were on the aircraft and communicating an authentic sense of place what it may have been like to be there.” Entrance to the RAF Museum and Dambusters exhibition is free. The Lancaster ride is £10. RAF Hendon is a 5min walk from Colindale Station on the Northern Line.www.rafmuseum.org.ukwww.allseeing.co.uk

New Drone Regulations drone on
Proposals from the European Aviation Safety Agency (EASA) for a unified set of drone rules for all EU countries gained a final adoption (approval) at the end of February. Although substantially revised it follows the general principles published by EASA in February 2018 in its Opinion 2018-02. The Implementing Regulation (rules) is expected to be published in early summer 2019 and will become applicable 12 months later (June 2020). Once the final regulation is published this summer we will provide details on UK adoption plans. Meanwhile the First Person View General Exemption for Small Unmanned Aircraft has been reissued. Operators of small unmanned aircraft (drones) using ‘first person view’ (FPV) equipment should note that the General Exemption which permits this activity has been amended in order to accommodate the changes to the Air Navigation Order 2016 (see CAP 1763 ) which came into force on Wednesday 13 March 2019. A summary of these changes can be found in CAP 1763. The following General Exemptions have been issued, which reflect these changes.
ORS4-1294: Small Unmanned Aircraft - First Person View (FPV) Flying
ORS4-1295: Small Unmanned Aircraft with a Mass Greater than 7kg – Operations within Class D or E Airspace Outside of Flight Restriction Zones by SUA Operators Holding Permissions or Exemptions issued prior to 13 March 2019
The following new General Exemptions have been issued, which are now effective.
ORS4- 1296: Small Unmanned Aircraft – Control Line Model Aeroplane Flight Within Flight Restriction Zones.
ORS4- 1297: Small Unmanned Aircraft – Commercial/Congested Area Operations involving the use of a Competent Observer
Details of the new General Exemption, can be found here ORS4 No1294http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=9016&filter=2&mc_cid=98db9e5c65&mc_eid=5b3b56b6e7

At last, a good book about Freddie LakerFreddie Laker is, without doubt, one of my heros. It was he who kicked off affordable long haul air travel with his Skytrain service across the Atlantic and was subsequently harassed out of business by many of the leading airlines of the day. He later sued the IATA member airlines for ‘predatory pricing’ and substantial out-of-court settlements were made. As a mark of his honourable nature the awards enabled him to pay off his outstanding debts. My respect for him really goes back before Laker Airlines (got the T-shirt) when he realised the potential for surplus aircraft after the end of the Second World War. He set up Aviation Traders at Southend Airport which not only salvaged parts from ex-WW2 aircraft but also converted many bombers into transport aircraft including the Halifax which took part in the Berlin Airlift. He went on to convert DC4s into Carvairs, front loading car carriers, became the managing director of British United and developed low thrust take-off and engine saving techniques on BAC 111s and set up Gatwick Handling. Apparently after making his first fortune from the Berlin Airlift he realised the market was flooded so set to at Shorham smelting 6,000 engines for a saucepan manufacturer and then introduced the ‘Stop me and Buy one’ ice-cream man to Nigeria. Urban Myth maybe, hopefully all will be revealed in this book.

'LAKER - The Glory Years of Sir Freddie Laker' is in hardback with 608-page, three 16-page galleries and more than 300 images about the remarkable life of Sir Freddie. The book is co-authored by Gregory Dix, ex-Monarch, Gatwick Handling and Laker Airways and Ania Grzesik. This is promised to be the true story of Sir Freddie and rather intertestingly it is labelled ‘Part 1’. Best leave a gap in the bookcase then. ISBN 9780995648609 £20 Published in the UK by Recursive Publishing Ltd. www.recursivepublishing.com. By now it will be less from Amazon!

BA’s Boeing 747s being replaced by… Boeings
In a statement from good old British Airways it has been confirmed that they have ordered 18 B777s with an option on 24 others to replace its ageing Jumbo Jets. The order has been placed by International Airlines Group (IAG) for British Airways. They will be used to replace 14 Boeing B747-400s and four Boeing B777-200s between 2022 and 2025. The new aircraft will be fitted with 325 seats in four cabins and powered by General Electric GE9X engines, with the engine order including a comprehensive maintenance package with GE. IAG CEO Willie Walsh said: “The new B777-9 is the world’s most fuel efficient long-haul aircraft and will bring many benefits to BA’s fleet. It’s the ideal replacement for the B747 and its size and range will be an excellent fit for BA’s existing network. This aircraft will provide further cost efficiencies and environmental benefits with fuel cost per seat improvements of 30% compared to the Boeing 747. It also provides an enhanced passenger experience.” Currently BA has 135 wide-body long-haul aircraft in its fleet – 12 A380s, 30 B787s, 12 B777-300ERs, 46 B777-200s and 35 B747s – with 12 more B787s, four B777-300ERs and 18 A350s on order.www.boeing.com

Timbo Day 2As we go to print it will be Timbo Day 2 and guess what the man himself has found a piccie of? Yup, Concorde Beer. Its Bristol-brewed Butcombe Beer and the date they started? Well it was 1978. Is the bottle still a go-go? Saw a pic of a more modern design but featured a more head on version. Good thing is that 4.5% is eminently quaffing beer. Here’s thing. Freddie Laker was voted man of the year in 1978, the year Butcombe Brewery got started. We need to have a word I reckon.

]]>Peace and Love, what’s in your basket Tom Cobbly? – Minimum Equipment?http://www.easyballoons.co.uk/2019/04/09/peace-and-love-whats-in-your-basket-tom-cobbly-minimum-equipment/
Tue, 09 Apr 2019 06:49:35 +0000http://www.easyballoons.co.uk/?p=7146Now one and all, just chill. Its bad but not that bad. Having nearly arrived before the balloon, riding the flexirigids like whotshisface in Dr Strangelove, I can say, hand on heart, that a pilot restraint is not a bad thing especially if you don’t have turning vents…Yee Ha! Anyway having boiled me brain trying to fully grasp pages of rules and regs and BOPS and BAS (who we drink with on Fridays) I can honestly say that the Balloon Rule Book is a step in the right direction but only because it tries to explain the inexplicable (actually it doesn't). The pictures with this are to chill the mind, make you feel loved and that it is to be taken notice of… ”Whatever.” as youngest daughter says.

The famous 8 April 2019 will be remembered as the day legislation went mad with the contents of EASA Balloon Rule Book coming into full force. Actually that is not quite accurate as it is actually the introduction of EASA Part BOP. Initial take on this was that when the Rule Book was initially studied it all didn’t seem too bad but in reality it is dreadful. Still, never mind, as with most things (all things) EASA their mind is made up. Love it and live with it.

For Private Balloonists there are a few things that need a bit of clarification, not least what is required to be carried in the basket. We’ll start here then. In all the manufacturers Flight Manuals (FM) there is a list of Safety Equipment that must be carried. Now just to confuse you before we start you may not be flying on the latest Edition of the Flight Manual, however we will consider the latest versions. If you fly a balloon with mixed equipment then you will be needing the FM of the bottom end used as well as the envelope, so you may have to look at two or even three FMs. This first bit will only look at the manufacturer’s requirements. Armed with this you can go compare BOP with what you should already to be carrying, and I’m sure you will!

Cameron Balloons Ltd.We put this to the kids and they had a good old chat about stuff and came up with this but, I have to say, the reference to Old Tom Cobbly made no sense. In Cameron Balloons FM 10-16 at 2.6 can be found ‘SAFETY EQUIPMENT (MINIMUM EQUIPMENT)’
The following minimum equipment must be carried:
1. Protective gloves must be available to the pilot.
2. Matches or other independent means of ignition in addition to any igniters built into the burner.
3. A hand fire extinguisher.
4. A rate of climb and descent indicator (variometer) where required (Refer to Section 2.10).
5. An envelope temperature indicator which may either be of the continuous reading type or a type which gives a warning signal.
6. For baskets having a separate pilot compartment, there must be a suitable restraint for the pilot.
All minimum equipment must be functional.

The size of fire extinguisher is not specified. In Section 2.10 a vario needs to be carried on balloons where a specified max rate of climb and descent is specified so on balloons up to 105,000cu ft it is not required but on balloons over 105,000cu ft specific figures are given so one needs to be carried. An envelope temperature indicator may be a temperature link and flag. If it falls out and lands in the burner then you will certainly have a ‘warning signal’.

Looking in the Maintenance Manual (MM) 10-4 at 6.5, the Inspection Schedule, at 6.5.8.1 it does specify that a fire extinguisher is present and maintained to the manufacturers’ instructions. It also states Quick Release, Pilots Restraint and instruments (if present) need inspecting but going to secret squirrel 6.6.6, there it states ‘Ancillary equipment (If fitted)’ covering the launch restraint, restraint harness and instruments. If a restraint harness anchor is fitted then it needs inspecting regardless of the presence of a pilot restraint.

There is nothing specific about the supply and fitting of Restraint harness anchors however in the Inspection Schedule it does state, ‘Check load tape anchors for wear or damage. Check the basket stakes that the anchor is attached to for security and freedom from fracture. For U-bolt anchors, check the U-bolt for deformation check the condition and security of the nuts and the condition of the floor around the fitting. On under batten anchors check the condition of the batten and the D-ring’. This gives some idea of the positioning and type of anchors used. Further information from Cameron is expected as there is a wide range of fixings in Cameron baskets.

Lindstrand Balloons LtdThe latest FM is 1.46 and it is fundamentally the same as all the others. Well sweet so chill out fellows, you are on a winner. Lindstrand didn’t have a minimum equipment list as such but in ‘Pre-Flight Checks’ it does state that two sources of ignition need to be present, the fire extinguisher should be charged (if used) and instruments (if used) onboard. Lindstrand do specify a maximum rate of climb and descent so a vario would be needed.

As Cameron Balloons now look after Lindstrand Balloons Ltd then the Inspection Schedule, as the latest version of the Maintenance Manual (LBL 1.10) has to be used it is now the same items as in Cameron Inspection Schedule need inspecting.

Ultramagic Balloons S.A.In Ultramagic Balloons latest Flight Manual Issue 4 Amendment 24, they have their Safety Equipment (Minimum equipment) list at 2.4.
All of the following equipment must be in fully working order and must be carried
in the balloon basket.
1 One fire extinguisher of 2 kg (or two of 1 kg) conform to EN3 which use dry powder or with an approved equivalent level of safety.
2 Sufficient auxiliary means of ignition (matches, lighter or similar).
3 Protective gloves for the pilot.
4 An envelope temperature indicator, which either gives a warning signal or a continuous reading type instrument.
5 Fuel gauges on each cylinder.
6 A means of measuring fuel consumption (e.g. watch or stop watch) must be
carried.
7 Altimeter.
8 Variometer to measure rate of climb and descent.
On flights when it is intended to climb higher than 300 m (1000ft), an ambient temperature thermometer and a load chart provided by the manufacturer must be
available at the take-off site.

Details for fitting the restraint harness attachment point is detailed in the MM at 3.10 and the fittings must come from Ultramagic. In the case of the Tekno baskets, the corners of the lower frame can be used. Horizontal, that’s the Spanish.

Balony Kubicek Kubicek now have just one Flight Manual the latest being B3102 Edition 3 rev2. Their Minimum Equipment List is at 2.5 and is pretty comprehensive.
The following list of equipment must be carried on every flight:
Altimeter and variometer.
Envelope temperature indicator. This may be either one that gives a direct reading or one that gives a warning signal (temperature streamer attached with a melting link).
Two sources of ignition. Matches or striker, or similar source in addition to piezo ignitors built into the burner.
Fire extinguisher.
Fire blanket.
Drop line of length at least 25m (82 ft).
An accurate time piece displaying time in hours, minutes and seconds.
Items used to determine drift direction (e.g. compass, map...)
Knife.
First aid kit.
Protective gloves for the pilot and crew.
Oxygen supply (supplemental oxygen storage and dispensing apparatus) for high altitudes flights - see 2.26

Checking the Maintenance Manual (B.3202 Edition 3) and the Inspection Schedule at 7.13 and 7.14, the Fire Extinguisher must be ‘Full and maintained according to the manufacturers instructions’. The quick Release, Pilots Restraint and Instruments are to be inspected if present. There is nothing specific to the anchor points however all the Kubicek baskets we have ever seen have had anchor points fitted.

Lindstrand Technologies Limited
LTL current FM 8.4 lists Minimum Equipment at 2.1.11
The following list of equipment must be carried on every flight:
Protective Gloves for Pilot (made of natural fibres and provide heat protection)
Secondary Source of Ignition
Drop Line
Fuel Gauge on Each Cylinder
Watch (Time Piece)
First Aid Kit
A total of 2kg Fire Extinguisher conforming to EN3
Variometer
Envelope Temperature Indicator (Temperature Flag)

In their current Maintenance Manual (MM 7.1) the Inspection Schedule includes Strikers (second source of ignition) and Fire extinguisher. No details are given with regards to the pilot restraint anchor point or its fitting. If they fit them as standard, fine. If they don’t well, give them a shout.

BEE.BOPPING.BAS RequirementsCruising man, so how does all that lot compare to the new requirements as listed in the Balloon Rule Book? After wading half wit through the dross it turns out to be not too bad compared to what we already ought to be carrying. As one would expect, all balloons, regardless of type, shall be equipped with protective gloves for each crew member. Mixed balloons, hot-air balloons and hot-air airships shall be equipped with all of the following when operating in VFR conditions. Most of the stuff listed does not require approval under an exemption but must be suitable for purpose and work. One notable item that does appear to be covered by an exemption is the pilot restraint so that needs to be 'approved'. The approval need not necessarily come from a balloon manufacturer however the actual mounting and attachment points will.

1. An alternative and independent source of ignition
2. A means of measuring and indicating fuel quantity
3. Fire blanket or fire-resistant cover; (Says should be no smaller than1.5mx1.8m)
4. Drop line of at least 25m in length.
5. Means of displaying drift direction (map)
6. Means of displaying time in hours minutes and seconds (clock)
7. A vertical speed indicator (Vario) if required by the Flight Manual
8. Pressure altitude if required by the Flight Manual, when required by airspace requirements or when the altitude needs to be known for the use of oxygen.
9. Fire extinguisher
10. First Aid Kit
11. A restraint system for the pilot-in-command when the balloon is equipped with either a separate compartment for the pilot-in-command and/or turning vent(s).
12. An envelope temperature indicator, which may either be of the continuous reading type or a type that gives a warning signal (falls on your head).
13. Gas balloons shall be equipped with a trail rope of at least 20 m in length made of natural fibre or electrostatic, conductive material and a knife but don’t need a fire extinguisher.

Pilot Restraints
When an occupant (pilot) restraint harness is installed the harness must not fail when subjected to loads resulting from the occupant mass submitted to 2.0g vertically and 3.0g horizontally in all directions. An occupant mass of 86kg must be assumed. Local attachments in the load path between the safety belt or harness and the main structure of the basket, restraining the occupant, must be shown to be able to withstand the loads prescribed multiplied by a fitting factor of 1.33. That comes out at about 230kg vertically and 344kg horizontally. Its in CS 31HB.30.

Basket fittings for the restraint harness must come from the manufacturer or the method of installation be approved by the manufacturer. The installation of basket fittings needs to be signed off by a suitably authorised inspector. The restraint itself needs to be approved.

Fire Extinguishers
Fire extinguishers should conform to EN3 or an equivalent acceptable to the Agency and have a minimum capacity of 2kg when using dry powder, or when the extinguishing means is other than dry powder be at least of comparable effect and capacity. The total amount is 2kg and there appears to be no reason that can’t be made up of two 1kg extinguishers. Details in AMC 31HB.72(a)(4).

First Aid Kits
The first-aid kit should be equipped with appropriate and sufficient medications and instrumentation. However, the kit should be amended by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of passengers, etc.). The following should be included in the first-aid kit:
1. Bandages (assorted sizes)
2. Burns dressings (large and small)
3. Wound dressings (large and small)
4. Adhesive dressings (assorted sizes)
5. Antiseptic wound cleaner
6. Safety scissors
7. Disposable gloves

If suitable kits cannot be sourced then the they can be made up from separate components.

To be kept up to date the First Aid Kit should be inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use. Replenished at regular intervals, in accordance with the instructions contained on their labels, or as circumstances warrant and after use in flight at the first opportunity where replacement items are available. Details in AMC BOP.BAS.330.

Approval of equipment
Other than a few specific instances, approval of the instruments or the equipment is not required. Installation of the equipment should be such that it is readily and easily accessible. Fire blankets should be stored tightly wrapped to prevent ingress of propane should a leak occur.

Disabling Turning Vents

Much has been speculated on avoiding the purchase and use of a pilot restraint by disabling the turning vents by either tieing up the lines or removing the rigging. Sad to say that will not cut it with some of the manufacturers. Ultramagic state that it is not acceptable and they can only be closed by a fabric repair. Likewise Cameron Balloons Ltd regard removal of rigging lines and turning vent lines as an inspection failure. There is a modification permitting them to be sewn shut but the job is not necessarily that straightforward. Fitting a pilot restraint may save you one day whether you have turning vents or not and you only have to use when landing.

Annual Inspection items
We have given this a lot of consideration and will only inspect the additional items if they are listed in the Inspection Schedule and only, when stated, presented. We figure that the airworthiness of the balloon won’t be affected if you don’t have a watch. If that is the case I see no reason to check fire blankets or unravel drop lines to ensure they are over 25m long. As the pilot in command is responsible to ensure that the balloon meets the requirements we will run through a checklist to ensure that you know what you should have. Regardless of the Inspection Schedule we will check fire extinguishers, attachment points for pilot restraints (if required), that you have a drop line, fire blanket, first aid kit and, if you’ve got a Lindstrand Technologies jobbie. Strikers! Sadly if you’ve got a Schroeder you’ll have to turn up with everything including your inside leg measurement! But chill out man, as we started out, peace and love, all is truly lovely. Smile, its just the way it is.x

]]>Breitling Navitimer – another dream fulfilled.http://www.easyballoons.co.uk/2019/04/09/breitling-navitimer-another-dream-fulfilled/
Tue, 09 Apr 2019 06:38:28 +0000http://www.easyballoons.co.uk/?p=7141Dear old Steve Roake has once again contributed to the Old and Rusty Club with his latest discovery and life changing aquisition. Having checked ebay he could get mugged but whatever he is happy. Next time you see him ask to look under his cuff (o:

As I review the things I tend to write about, one fact becomes apparent with all of them. I seem to be interested in products that have been around for a long time, have a great following and by the time I get around to achieving the dream of ownership, I have built up an understanding of the things that make up the product so that I understand the craftmanship that is involved with their manufacture and subsequent following.

Nothing is more of an indicator of such a fact than the item I’m about to tell you about today, the timepiece Known as the Breitling Navitimer.

This bespoke item has become associated with aviation for as long as I can remember and as such has been on my radar for more years than I would care to say but probably through great product placement and associations with the great and good of aviation the following it has generated has enthused me to the point where I wanted one around ten years ago and have only recently satisfied that desire. Yes, iconic actors like John Travolta have endorsed the brand, but through their ballooning activities Breitling have always been there or there abouts, and you find the most discerning of people have one in their collection. I always remember Kelvin Oakley at Lindstrand balloons had one and it was always a talking point whenever we met, both having a mutual appreciation of watches.

The actual watch has the most amazing bezel I think I’ve ever seen with a multitude of functions that you can sit through a 20 min U -tube video about its functionality and still really be none the wiser and when you look back into the history of the product you realise the history goes back quite a few years more than you would have imagined.

It transpires that the Navitimer hails from 1952 when it emerged featuring a movement called Valjoux 72(as used on the vintage Rolex Datona). This was the norm for a three handed movement around those times, however it was a time of innovation and Breitling didn’t sit back on its success and so brought in another movement the valjoux 7740 which was a hand wound mechanism using a cam to display the date. The final part of the progression came in 1969 with the automated chronograph function arrived called the Breitling calibre 11. The man behind this innovation was a chap by the name of Gerald Dubois who introduced the left-hand push buttons. Dubois worked together on the chronograph with Willy Breitling (grandson of Leon who created Breitling timepieces), and with Jack Heuer (of TAG Heuer fame), to create the chronograph as we know it now.

The revolution with the product relates to a slide rule built into the bezel function, which calculates such things as speed, fuel consumption and distance by using the functionality as an instant calculator. The product has evolved with various types since its inception but remains pretty true to the original.

Watch sizes have ranged from 38mm right up to the current 46mm sizes with the 43 proving very popular and over the years various upgrades have taken place most recently with the Navitimer 01 range.

Like most things that have an appreciation, my purchase of the dream came unexpectedly and quite quickly when I approached a reputable company in Manchester late last year enquiring about a used 18-month-old example which was listed on ebay. This appeared in my price range and represented a serious saving on the list price of a new example, (so obviously someone had taken a hit on their investment). Upon enquiry to the shop the sale was agreed but I was taken back when the proprietor of the shop rang me back asking could I afford to spend £100 more than the agreed price? I asked why? He then told me that he had more scope to offer greater discount against a new purchase rather than the used example I was intending to buy and if I would pay the extra I could then have a brand-new unused example.

Like most timepieces, the history and paper heritage are all part of the ownership of the part, so from that point of view my purchase new fullfills all those important aspects of the future provenance that collectors always look for with watches.

For me it’s simply the joy of ownership of something that has for a long time been an ambition and associated with its aviation lineage now provides pleasure every time it on my wrist.

As another diverse unique item for inclusion on this site, I submit the Breitling Navitimer as the latest vintage collectable that I just happen to have the good fortune to be an owner of. “Classic Vintage and Stylish”, three words that seem to sum up the Breitling Navitimer.

Steve Roake
March 2019

]]>Welcome 08.04.19http://www.easyballoons.co.uk/2019/04/09/welcome-08-04-19/
Tue, 09 Apr 2019 06:29:05 +0000http://www.easyballoons.co.uk/?p=7130[more ...]]]>Well now, two Welcomes in as many weeks! Thing is I was hoping to have had the news and an article or two out before we went gallivanting in Spain but clearly that didn’t happen, so apologies. Since our return from sunny, raining cloudy, exhausting Spain rather a lot has occurred not least our Pete falling twenty foot out of a tree. Fortunately for Pete he landed on his ropeman Tom who now looks like he has been in a car crash. Fortunately, but to be expected, they were both a hundred percent Health and Saftetied up. Had they not been, neither would be able to tell the story. Pete has broken his lower vertebrae but it exploded, apparently, so with his toes a-wriggling and his legs working it will only be a slow painful recovery. Tom, being a cushion, is a hero having saved his life. Most of the Swan and the village have now been into visit him and his girlfriend Steph has stayed by his cripple-bloke bedside throughout and the grand-children various have eaten all his sweets, grapes and oranges. Thanks for all the messages and the like. There is a thing coming up with the CAA and the BBAC concerning the transition of inspectors. Hopefully we will get an invite and, to that end, we have offered our services to the BBAC as it transpires that Paul Spellward is now the ‘Acting Chairman’ of the BBAc Tech Committee as he is now the Chairman of the BBAC. Its all getting rather confusing. I have spoken with him recently, in good humour, and I trust we will work together. He told me to get over it and I assured him I had (o:

Here we go then, we have the News as promised, hi-light being a special sweatshirt. We have been going through the nonsense that is the Balloon Rules Handbook. My take has been revised now I have been studying the tome. It is quite honestly at best commonsense and, at worst, commonsense filled with applied bollix. I’m sure the EASA countries will largely ignore it and we will have to put up with the full works thanks to rigorous application by the CAA but never mind. Graham Hallett, I understand, has written a treatise which, to be honest, I haven’t read yet. Best we try and have a word with the CAA once I have read it, but I fear it is far too late. Accordingly we have put together a simplified (if that is possible) thing comparing what the manufacturers require as ‘additional equipment and what EASA now require. It is rather chilled and not in exact technical writ! Hopefully I’ve also managed to find Steve Roakey’s bit on expensive aviation watches. He could get mugged next time he comes over.

Upon my return from Spain, now me burnt nose has recovered, I haven’t ventured into the Dark Barn nor done anything constructive spanner-wise on account of outstanding paperwork but it seems that Barry took advantage of the bike ramp and his Guzzi is good to roll which means the Thunderbird is good to have its oil pump replaced. I do have large list of roundtoits which I will hopefully apply in due course.

That’s a lot off me chest so best regards from us all. If it isn’t on the site now it will be in the next day or so. Promise. Chris, John, Jane & Polly

]]>Welcome 26.03.19http://www.easyballoons.co.uk/2019/03/26/welcome-26-03-19/
Tue, 26 Mar 2019 07:58:51 +0000http://www.easyballoons.co.uk/?p=7117[more ...]]]>Ah Ha! big Hello's but, now then, listen up, we are publishing this bit early for March as we will be too busy celebrating or commiserating about Brexit stuff. Actually its because we are having a bit of a pre-season break. I’m off from 26 March until 2 April to walk in Spain with Stewpot and Godders and then John is off from 4 April until the 9 April getting his chainsaw certificate. Please be aware that we will be closed until 9 April. I had planned to get the planned articles out early but time has won and so it won’t be until we return. Big apologies. Thus far March has been the windiest I can remember, walks in the Beechwoods have been most interesting with trees everywhere and the squirrels missing jumps left right and centre much to Polly’s delight after they spent two weeks taking the mick out of her being’s she was on a lead until the stitches came out. Then we had snow and had to stay in the Swan until the snowplough came and, more recently, spectacular hail. Now its all gone bonkers and the trees are greening up, primroses out and Bazzer reported bluebells in the garden of Blenheim Palace, his weekend retreat. I expect it will be lovely when we are away! HS2 have now moved on and left more litter than the pikeys. They were having a ‘Meet the Community’ afternoon in the Library Room so we went and met them. A nice bloke called Vernon Loo from HS2 (really) promised to get it sorted and, blow me down with a non-stop train, he has. We’ve had a bit of a busy time on and off this month and managed to clear up some long outstanding jobs meaning the workshop is looking quite tidy (relatively). I’m sure it will soon fill up again.

In the News this time is not much as it isn’t there as I haven’t finished it but will do upon my return when there will probably be more. Bless! When I do there will be a bit about a bloke getting fined for infringing Luton’s airspace an impressive four times in one go! Bit of a lesson to be learnt there. There’s a new book out about Freddie Laker who I reckon is a bit of a personal hero as far as I’m concerned. We had a rather interestingly nice, if not heavy, Kubicek bottom end in for inspection what we have writ up about a bit. Article-wise there will be an offering from Mr Roake on a very expensive watch and hopefully a piece on a treasure discovered by Trev, but that may have to wait as I’ve forgotten what it is.

In the Dark Barn biggest thing since last time is a right old lurch forward in roundtoits getting done. The Landcruiser is well on the way to being sorted having had the rear brakes apart and new handbrake shoes fitted. Next stop MOT and sell it. Bazzer has been gifted a rather nice proper old-skool bike lift but the lifting piston is done in. Hopefully it's only the non-return valve so that’s in bits now! Attempts to replace the oil pump on the Thunderbird have been temporarily thwarted by a build up of stuff on the bench its standing on but fear not will be done on me return from Spanish Spain and in the meantime the bench will have Barry’s old Guzzi on it for stage one of a make-over. Well that was short and to the point so heads up we’ll have stuff up by the whatever in April. Now, where’s me factor seven and where is Valencia?

First piccie is the latest official Polly picture who is now four and waiting for lambing to be over! Cripes we’ve been mates for three years! Second is a taster of the Kubicek heavyweight basket (but it is neat … and finally a picture of some carriages from, think, the Isle of Wight railway in the very early sixties, but we may be wrong. Help required. All the best Crish, John, Jane and limpy Polly.

]]>John’s Balloon – Building the Dreamhttp://www.easyballoons.co.uk/2019/03/11/johns-balloon-building-the-dream/
Mon, 11 Mar 2019 08:43:42 +0000http://www.easyballoons.co.uk/?p=7070It all started a long time ago. Needles has been after building his own balloon for ever. Thing was, “Love to do it, but what is the point?” he oft asked. Fair comment, he doesn’t have a licence and, over the years, if you add up all the panels, patches and rebuilds he has done he’s probably built hundreds of balloons. “It will cost me a rake of money and just end up just being a bag of fabric.” He reasoned. The subject got discussed now’n again over the years but that seemed to be the decision. It wasn’t going to happen anytime soon. Then, a few years ago, there was this resurrection of the homebuilt movement and within a fortnight Tim Wilkinson had built a dozen balloons in three weeks, out performing all the manufacturers put together. His regular visits and calls to John for advice soon had him trying to coax John into joining the fray.

Keen to assist in the ‘Build a Balloon John, Campaign’, we took a more gentle drawn out approach. Even longer and manyier years ago John had worked for Tony Patey who, following the merger of London-based Thunder Balloons with Colt Balloons and re-location to Oswestry, set up a workshop in deepest Borough. From pretty early on Tony had had the idea to build his own balloon but work, and time, and London, and charging about, got in the way. Drawings were started, modified and changed and eventually Tony was near enough to getting the project underway and in 1989 G-BRAP was registered as a Thermal Aircraft 104. G-BRAP refers to Tony’s real name, Rodney Anthony Patey and the 104 bit? Well more on that later. Once again time waits for no man and, as this was the period of tremendous growth in the balloon industry, Thermal Aircraft, now very busy in Lant Street, Borough, home for a short while in 1824 to the 12 year old Charles Dickens who lodged there whilst his father was in the nearby Marshalsea Debtor’s prison, meant there was little or no time for building a balloon. Sadly, before it got properly started, Tony passed away and it seemed that the Thermal Aircraft balloon would be confined to the history books. The registration was cancelled in 2001 and that, it seemed, was that.

As some of you may know we do occasionally have a relaxing moment at the end of the working day and, more often than not, days of future passed get discussed, including the halcyon days of Thermal Aircraft and adjournments to the Gladstone or Clyde at the drop of a suggestion. It was really becoming clear that John wished to re-create the Tony Patey balloon and then one day he just floated the idea over a fine drop of Talisker, but what could the registration be? This particular late afternoon we had been joined by Pete Bish who was collecting bits and bobs. Aware of John’s dilemma he told him that G-BRAP, although cancelled could be un-cancelled provided the designation of the aircraft didn’t change. We raised our glasses to Bishy and the Thermal Aircraft 104. Why 104? Its after the size of a refuelling cylinder of course. Job done. A few weeks (months) of pondering later and his mind was made up (sort of). It would be built in memory of Tony P. We managed to get the registration re-instated, all the old bits of paper and notes that survived from the Thunder days were dug out including how to draw up a gore and parachute rigging calculations, most on the back of old invoices and fag packets. Now all we had to do was to get him to get the crayons out and come up with a design to keep the impetus going.

Now there are ways to build an envelope that can make it reasonably straightforward, and there are ways that make it pretty tricky. John decided to take it to a whole new level. Firstly he would build it in his garage at home, in the winter. John doesn’t do cold and even in the hot climes of 30 plus degrees he still wears his denim and two layers. His garage is a veritable blokes shed, with pillar drill, decent workbench and a fine collection of stuff. Not much room for balloon building. He shifted everything about and worked out what the biggest panel he could mark up and cut up in the confines and ended up with one from a 24 gore ’77. That was the size sorted. Then he decided that it would be really good to have a spiral pattern, but not any old spiral pattern, he’d make split panels and cut it in. Just to further complicate things the load tapes would be internal. What could possibly go wrong!

Terri Price was a seamstress of incredible talent and had built envelopes for Thunder Balloons, she also built a few one-offs, two being quite remarkable considering when they were designed and built. They had a cut-in six colour spiral design and were stunning. John has always been a real admirer of her work. “How do you design a spiral, never mind cutting and sewing the panels together so the pattern runs throughout? It isn’t as easy as you think.” he explained. He ‘ummed and ‘arred over the following weeks (months). His model balloon that he knocked up in about two days was supposed to be a spiral but it turned out to be an abstract angular design which, none the less, looked fine. He wanted a smooth Terri Price spiral. Some of the best looking envelope shapes were the old Thunder envelopes but these are now all getting pretty long in the tooth so adopting reverse-ish engineering would entail a lot of work if it was to be perfect. The Lindstrand 24 gore is pretty and although we couldn’t really unpick one of them, measuring up an old T&C and a Lindstrand, combining the measurements and drawings gleaned from the Thunder notes and simplifying the panel curves ought to get somewhere near what was needed. Best of three worlds then. Our quiet period runs from the end of September so, as temperatures fell, hours were spent making a mock up of the first three rows of panels to test the curve theory. Lines were drawn using our long bits of half round doweling. The panels were cut and attempts to sew a join in the split panels attempted. Now normally the tapes run up the outside of an envelope. This means if the overlap is a bit out it won’t show. As John had decided he’d build his with the loadtapes inside it was vital the spiral ran smoothly from one panel to the next. It turned out to be far from easy. Not only do all the individual panels have to be made up but the colours at the corners have to end up such that when the next panel is sewn on there is no stagger in the spiral. In fact it took a fair few goes before he was happy that it was as spot on a he wanted. With the problem solved and the real patterns drawn up, three gores three high were sewn together and part inflated. The result was brilliant. All he had to do now was get the fabric.

His original idea was to use bright green, black and yellow. This would prove harder than he thought, not least as he was working to a tight budget. Then there was the Wibblywobbly. He found the green exactly the shade he wanted on it so that was ordered. Samples were sent, weights compared, and lumps left in the oven for a couple of days. Tim W had a rake of fabric but the colours were limited. There was some yellow but it was rather sticky so was swapped for a sort of super white. One of the workshop sewing machines went on holiday to Johns. Everything was ready and so knitting commenced. One morning the phone-call came, “Could you come and help me get it out of the shed please? It won’t fit through the gate in the bag.” Landie, Dolby and I nipped round and, in true Himalayan style, we sausaged the over-bright fabric through the gate and into the bag. “There just isn’t room in the shed to rig it.” he explained. “I’m going to have to use the workshop.” Fair enough, quite how he had managed to get that far was, only just, short of miraculous. It had been important to John that he did build it in his shed. “I don’t want anyone saying that I had loads of room to do it by using the workshop,” anyway building it at home meant he could get on with the job as he felt and the well-stocked fridge was at hand. Effectively the envelope was built inside out which meant that when joined together it had be turned right way out, if you get me drift. You can’t really do that in the space he had! Had it not been cold and windy he would have had a go in his garden, I’m sure. A few days later the parachute was rigged and the bits and bobs checked and finished. A test inflation was on the cards. Then we got busy and time passed as it does.

The weather promised calm for the 8 May 2018. We booked it along with Jane and Basser. John was still a bit concerned about how the spiral would look so a very private test inflation was carried out in the back field. Job number one was to fit the ripline. “So John, where exactly is the tie-off?’ I enquired. We checked all the tapes. “I definitely put one in.” he insisted. “It should be where you are standing?” It wasn’t. “Are you sure it isn’t there?” “Yes John, there is no loop.” John was disappointed. Never mind, that what test inflations are for. No problem, we rigged it temporarily as a straight pull as we weren’t planning on flying it. The ‘chute was tabbed in and once we were happy that everything was sewn to everything as it should be we inflated her. It came up like a rocket and even from the basket looked lovely but there was something a bit amiss with the parachute. Turned out that a line had got crossed and as a result a couple were out of sequence. Still, it was standing up like a trooper and looking truly beautiful. A week later the parachute was sorted and a tie-off for the red line popped in. Next slot we’d be away. Work picked up and convenient weekends got blown out or rained out or both. Months passed.

Finally the weather was looking perfect for the weekend of the 5 August 2018. Somewhere along the way Rob Cross phoned to ask if could fly from the field if it held. I was a bit concerned that John may not be happy about that. He is the eternal pessimist and if anything was out he didn’t want it to go public. Still, when Kevin Tanner asked if he could come as well I just thought it would be rather nice. Here’s the thing. As John was tying and knotting our Pete and I decided we needed a ‘new’ bottom end to put under it. We’d relieved Godfrey of a basket and double C2 burners in exchange for painting the underneath of his trailer. The C2 had already been pillaged for spares but the basket was a lovely comfy T&C number. Pete washed it down, dried it out, slopped woodworm treatment over it and Danish Oiled it. We tracked down some rather super leather restorer in a very close matching olive green which the dull basket leather and leg leathers consumed with glee. We ordered some more. Meanwhile I dug out my old trusty C3 stripped it down and rebuilt it. Now we were cooking.

Come the day it dawned perfect with low mist, sunshine, blue skies and the odd whispy cloud. As it happened quite a gaggle turned up including John’s missus Alex, Sandy’s Martin, Jane, the dogs, Barry to retrieve, and Shannon and Tuesday his dog. In no time we had the line in. Alongside, Rob and Kevin inflated. Tony P stood up, we loaded the basket and tried the parachute. Perfect. Couple of attempts to stall it failed. The Thunders always had nice snappy parachutes. This was great. John’s missus declined a place opting to keep Barry company on the retrieve. Rob and Kevin were away, we slipped the quick release and headed gently upwards and John and I, along with a couple of V30s, headed off after them. It flew like a dream. We tried a fast climb and descent and floated down the valley towards Wendover. This was perfect. We got a bit of left off of the hill which was still in shadow and went over John’s house and the very garage it had been built in. Down we went over The Resy and waved to Tom and Raj fishing away. Aylesbury Rugby Club looked like a possibly, we climbed but not soon enough and not really wanting to arrive like a grand piano left it clear for Rob. That’s what we told him anyway. Dolby, co-incidentally on his way back from a nights’ fishing, spotted us and pulled up alongside Barry and Alex in the retrieve. “Few years ago he would have got that, piece of cake.” He chuckled. “Lost his touch.” His message was relayed and he set off to see how the Resy boys had fared. Laugh, nearly overburnt. We carried on, heading for our friendly farmers just outside Bierton, followed closely by Kev the hopper. Conditions were perfect and the landing a gentle arrival. We’d hardly used any fuel. I phoned Barry. “No problem,” came the reply, clearly delighted with a helpful farmer, “He says help yourself and is the other balloon with you?” it was, his retrieve wasn’t quite! Soon sorted and we headed back, the happiest little troupe you could imagine.

Rob had had an equally happy reception, only saddened by the bar not being quite open, never mind, when we arrived back at the workshop he had a pack of Stella and doughnuts ready to share and we robbed the fridge. It had been a wonderful morning and we all agreed that, that balloon of John’s did look the absolute dogs. Our Pete turned up having been crewing with Spencer on the Virgin Balloon out of the Black Horse, just up the valley. He couldn’t believe it as he headed down the road and saw three balloons up. “Just like it used to be.” he said, full of admiration for John’s balloon. The envelope does look as good as it really is. The detail is truly superb. John has built it freehand (no computering stuff here) and incorporated, or rather left out, all the bad bits of design that make such things as repairing the mouth of a Lindstrand so awkward. Having said that the nomex comes from the bottom of an old Lindstrand and the scoop is one we had on the shelf that was altered. It’s a bit baggy but will be tightened up. Although the loadtapes run down the inside they pop out at the nomex so are protected. It is truly an enormous credit to his skills but then we all knew it would be. What will John do with it now? His dear old mum wants a flight, so next nice day, when the ground dries out a bit, we’ll get it sorted, then I think he’d like to take it to a few shows in due course. I will probably steal it.

Timelapse of the maiden flight out of Hartley Farm courtesy of Barry
Special thanks to Kevin Tanner for taking air to air shots and flying his hopper at the same time, Steve Cook who puts up with Rob and did the lovely bottom shots and to all those that helped and encouraged John.

]]>Life in the fast lane – Concorde’s record breaking flighthttp://www.easyballoons.co.uk/2019/03/10/life-in-the-fast-lane-concordes-record-breaking-flight/
Sun, 10 Mar 2019 13:21:53 +0000http://www.easyballoons.co.uk/?p=7058Quite a few years ago I stood on the eye of the Uffington White Horse on an overcast day with daughter Alice. We heard Concorde a way off, doing her best not to go supersonic before she cleared Cornwall. That sound was unmistakable. The powerful rumble got louder, the clouds parted and that dagger of a shiny dart glinted in the sun as she slid through the sky she was in, showed herself for a second or two, then was gone returning to her world, a diminishing smooth roar high above the clouds in the clear blue. A few minutes later, I told Alice, she’d be across Exmoor and over Steve and Jackie’s farm. Jackie would hear her and check her watch, high above the they’d light the blue touch-paper and, with a deep distant boom-boom, Concorde would be gone, faster than a bullet, her passengers sipping bubbly and watching the mach numbers climb. The passing of Concorde was a tragedy in more ways than one but 9/11 didn't help and the Internet would have done for her in the end. There probably won’t ever be anything so iconic and so close to the heart of millions that was so recongniseable.

Tim Orchard is well known within ballooning. He is also well-known for saying, “Golf Bravo Uniform India Echo, Good morning, Speedbird One here,” or whoever was floating about, on the ballooning frequency as he flew overhead. We were honoured to design and build a Duo Chair out of a pair of Concorde seats for him. My son and I made the maiden flight in them with large smiles on our faces. Sadly that was the closest I ever got to going for a flight in Concorde. Tim, on the other hand, may never have flown in a passenger seat until we built them into a balloon. He sat in the driver’s seat.

Tim’s career flying big aeroplanes started on the Trident, then onto the British Airways Executive jet used for moving the Chairman and Chief Executive (Lord King and Lord Marshall) around Europe and, when they weren’t on it, for other communications and logistics duties in association with the airline. Tim explained that when it was sold under ‘cost-cutting measures’ he “had” to go and train as a Concorde co-pilot. Silver lining? I should say so. In the interim he became a Captain on the Boeing 777 before taking command of Concorde and flying the ‘rocket’ back and forth across the Atlantic. Eventually the dream came to an end and, as Concorde became relegated to history and museums various, he went back to the 777. Not quite the same thing. He did though leave his mark on the history of supersonic flight involving scheduled airliners by instigating, and achieving, the fastest crossing from New York to Heathrow by passenger jet. The story has been told a few times now and a degree of urban myth hath crept in. Here though, in honour of our first Timbo Day, held on the 7 February 2019, is the real story of the event. Next Timbo Day will be 9 April, the maiden flight of G-BSST, the first UK built Concorde from Filton. Please enjoy. Over to you Tim.

I had had thoughts of a record attempt for some long while. I had seen four or five sets of seasons pass and had heard those with vast experience on the aeroplane pontificate that they had broken the three hour East-bound barrier with ease. I had sneaked a look at some BA-held data which belied that this time was “often” beaten. Indeed, one or two chaps had had their bluff called over a New York beer or two. I gleaned sufficient information to know that you had to have quite a number of ducks in line before you could break three hours. Further, you would have to be very canny to come in five minutes or more off that 3 hour slot. It was also clear that February was the month for such, both from a “low-level” wind velocity and from the upper air temperature points of view. Meteorology hadn’t been the easiest of ground-school subjects for young Orchard’s ATPL exams in 1973 but suddenly the word “jetstream” began to seem important. Also, it was necessary that various ducks on the ground also needed to be aligned to ensure that any attempt might not be immediately scuppered by unknowing or unwitting action by others.

I put in place a number of thought processes to help things to happen smoothly should I be in a position to suggest a record attempt and for us not to suffer any annoying delays en-route. It was starkly obvious to me that any February day which demonstrated that the Westbound Concorde flight was to take a deal longer than the usual 3 hours and 20 minutes would mean that the conditions in the atmosphere were ripe for a fast Eastbound crossing soon after. Our Westbound flight-plan on 6th February 1996 showed much longer than usual. I happily found, too, that the Eastbound flight we were passing that day had a planned time of 3hrs and 8 minutes. That meant that if we attempted it, we would have to work very hard, but it might be possible! I had sufficient friends and colleagues within the various Air Traffic Control units which could be called upon to offer unofficial help on “the day”. It was my plan to align these favours by telephone now that I knew there was a record chance. I was merely the co-pilot, of course, and not able to simply decide that we should do this. The Senior Flight Engineer, the late Rick Eades, was extremely competent and known to be “game” for most off-the-wall ideas. Captain Les Scott was, in February 1996, comparatively new to the aeroplane. It was a measure of his expertise and experience that he allowed me to persuade him to even discuss making a record attempt, particularly as it was a normal passenger revenue service.

During the trip outbound, we pooled knowledge and resources as to some of the decisions which needed to be dealt with both pre-flight and during the trip. All three of us immediately knew, and stated, that safety would not be compromised in any way. We also agreed that we would not tell the passengers or our cabin crew until it was all over. Better not to have failed them, if we didn’t break the record! There would be many reasons to cancel the attempt and return to absolutely normal operational routine, such was the regularity of minor unserviceabilities on the aeroplane as well as a myriad of external and unpredictable factors. On the ground in New York I spent some time organising those required 'ducks' into the correct row, ATC-wise, to help us leave New York and arrive at Heathrow expeditiously. I can still picture the telephone bill with some horror.

So, next morning we were prepared for a normal trip, with up to 100 unsuspecting passengers and with five unaware cabin crew, for a more-than-usually adrenaline-charged trip for us three flight crew. The departure from Kennedy was accompanied initially by a very relaxed ATC clearance. However, they did ask us to maintain only 5000 feet immediately after take-off. That could ruin the whole game. Much persuasion later, we were cleared on a more than usually direct route to the beginning of Concorde’s “Oceanic Track” at 50 degrees West. At least the phone calls to JKF ATC Supervisor and to Tracom’s Air Traffic Centre seemed to have worked. With our weather radar looking at the coast-line and our DME picking-up Nantucket, we felt sure we had given the minimum 20nm space from the local populace. Surely, if those living on Nantucket Island complained of a sonic-boom this afternoon there must be a US Navy aircraft carrier with boom-laying aeroplanes around on whom it might be blamed?

Our trans-Atlantic crossing was on the normal supersonic route (“Sierra-November”) and we used standard operating procedures. When we came within range of the Oceanic Controllers who are based in Ireland (Shanwick), we were treated to a slightly more direct routing across Irish airspace and the South-West approaches. Les Scott was bold enough to allow us to stay high and fast as long as possible. By this, I don’t mean a dreaded “rushed approach”, but merely that the deceleration from Mach 2 and the arrival at subsonic speeds and altitudes were made somewhat more suitable to a record attempt than to a normal revenue service. In any case the good old Air France Concorde always made a sonic boom in South West UK at that time of night. We had a perfect alibi if it was required!

We wanted to maximise the energy and elected to employ two engines in reverse thrust in the air to descend and reduce speed to make the Easterly landing at Heathrow. Having flown the HS Trident airliner in a previous life, I was pleased to find that the second airliner in my BA career also allowed the pilots to use reverse thrust whilst airborne. Messrs. Boeing and Airbus have never done this; I guess they value their wing-mounted engines and wings rather highly. It was somewhat agonising, therefore, having planned to reduce energy with the use of reverse thrust, to find that only one engine would play ball. We tried and tried, but one steadfastly refused. Only months later was it pointed out that there was a (secret-to-pilots) 'speed-switch' which had prevented the reverser working. Such was our desire to maintain high speed, we had unknowingly tested the accuracy of the safety-related speed switch….. it had been a little earnest in its operation.

The good news was that our record attempt landing at Heathrow was due to be on the same tarmac strip as was in use by all other landing aeroplanes at Heathrow that evening. The less good news was that they were landing towards the West, whilst we had to land towards the East to break the record. Our friends in Heathrow Air Traffic Control again came into play, allowing us to land in the opposite direction to the general flow of traffic. It was clear by the continued questions from Heathrow Approach and from Heathrow Tower that they would have preferred us to fit-in with the other aeroplanes, landing Westerly, unless we were guaranteed to break the record. We affirmed, on each occasion, that we expected victory. What the drivers of Mr Iberia’s Boeing 727 thought when they saw a Concorde approaching them head-on, we will never know.

After landing, we first told our cabin crew and then made an announcement to the passengers that they had all been party to the new World Record. Our exact take-off and landing times had been recorded by the Air Traffic Control Towers at each end of the journey. These times were verified by the on board Flight Data Recorder trace (which was analysed for us at Farnborough). The FAI (sporting body) in France ratified both the attempt and the new record. A record that still stands, of course. It is sad that the 2 hours 52 minutes 59 seconds record time will never be beaten by other Concorde aeroplane or Concorde crew. I am sure that the three of us flight crew would give-up our tiny notoriety in exchange for having that aeroplane back in the air….. which is where she really belongs.

When the day came for the last flight of the British Airways Concorde’s Tim took G-BOAD, the aircraft in which he set the record back in 1996, on its last flight and delivered it to New York on 10 November 2003, where it eventually ended up in the Intrepid Museum. She had made her maiden flight on 25 August 1976 and, for a short while sported Singapore Airlines livery on one side. By the time she arrived in New York she had flown an impressive 23,397 hours. I remember him being quite emotional about the fact they’d left a perfectly airworthy aeroplane that had performed faultlessly, on the apron in New York, and that it would never fly again.

First picture is Tim’s official record time proudly hanging in the main gallery of his country retreat. Second picture is him aged two, at zero knots, driving a Price Bread delivery van. Third picture is Tim driving the rocket at Mach 2 and, rather worryingly, not looking where he is going! Piccie number four is of the beaming crew on the ground at Heathrow having broken the record. Les Scott is in the left hand seat, Tim in the right and, in the foreground, engineer Rick Eades who did all the hard work. The fifth picture of Tim and Les Scott back in the driving seats of G-BOAD in New York in 2018. Lastly, but not leastly, is a rare picture of the only meeting of the Concorde Balloon and a real Concorde which Tim managed to bag at the OshKosh Air Display in America.

]]>Welcome 02.03.19http://www.easyballoons.co.uk/2019/03/04/welcome-02-03-19/
Mon, 04 Mar 2019 22:01:43 +0000http://www.easyballoons.co.uk/?p=7034[more ...]]]>Well, what a February. Cracking month but too short. It always seems that it is a week short but of course it isn’t, just isn’t long enough. Now we’re into Hopping Hare Muddy March. The weather has been kind and we have managed to get a fair amount done including some early morning flying. We did have a crack at midday take off but it was just a tad gusty with the upper wind stationary. Never mind, made up for it by having a great flight across the village the following morning and waving to all those poor people on their way to work stuck in traffic. Great sport that. We even managed to land on our friendly Bierton farmer making it three times in the past month or two. Excellent. The HS2 archaeological mob swept across the back fields digging trenches and finding nothing, which wasn’t surprising on account the land in the valley was what is known as ‘The Forrens’ which is poorer agricultural land upon which the poor people farmed and lived. Not to be confused with the poor people going to work in their Mercedes! They did find some plough marks and evidence of ridge and furrow, along with some fault lines in the underlying chalk. The ‘interesting bit’ they decided to leave. The other reason was the speed of the exploratory trench cutting and refilling. Did it in a day! Made Time Team look like a bunch of amateurs, speed-wise. Now they’ve disturbed the soil best we get the metal detector out. Other than that we have been reasonably busy compared to previous years or more likely as we are concentrating the week into three days its appeared busy! Following a late afternoon walk over to Chequers Polly managed to cut her leg open on a flint, only discovered when we sat down to a pint in the Swan. “Um, Chris, your dog is leaking the red stuff!” Three stitches and ten minutes later and we were back having ESB and Pork Pie Friday. Stitches out now and you’d never know. Of course we were into ‘sorry but you realise after hours charges now apply’ at the vets. Hey Ho.

In our offerings this month the news is random stuff mainly. There’s a semi-farewell to David Barker who, as planned, has retired from inspecting to enjoy more time sipping chilled Cava whilst enjoying unrivaled views of the Pyrenees. He remains an ARC signatory for us so I’m sure will be assisting from time to time. With his daughter Eleanor now flying commercially and an unused brand new Kubicek 105 resting in the front room, despite having given up his licence a few years ago he does still get to fly. Huge thanks go to him for his support ever since we set up Easy Balloons. Have a good one matey. Also ‘thank you for your custom’ goes to Rosey, John Rose that is, who has retired from commercial flying. He ran the very friendly and popular Oxford Balloon Company offering flights over the City. He has now closed the business and his kit is up for sale. Now he can really concentrate on his first love, gas ballooning. Thanks John. We did quietly celebrate the Concorde record and Tim Orchard kindly sent us a rather more factual piece on the achievement along with some rather nice little piccies. Also there might be the finally finished article on John’s balloon in a day or two and something else I seem to have misplaced for the moment. That can be a ‘to follow’ article then (o:

Life in the dark Barn rumbles on. The Thunderbird remains untouched as the weather was too nice to be inside when I could be out. The Landcruiser brakes remain not done as we discovered stripped threads in the caliper mount. Ordered from Mr Landcruiser Breaker and on the way. The sofa has gone to me dad’s old house for Raj from the Raj (that closed down) to kip on and a fair amount of toot chucked. My new Hilux seems to have destroyed the splines on one of the front drive shafts so that needs doing. Don’t make them like they did. Bazzer is making in-roads into his Guzzi and bits various have been coming and going. A mission, that’s what he’s on. We have retired Alice’s old Astra estate an got her an 04 Zafira which, at 87,000 miles, I have to say is quite nice and was well cheap enough. Had to have CV boots and tyres but you can’t complain. Its suitably young people lived in now. Enough said. Me re-built C3 burner I’m using with George the ’56 has got a fluffy pilot light so that’ll need doing. On the bench, as they say. Did I mention me unbreakable glasses have broken, well they have. News like that means I’m running out of things that I can say!!! More soon. Top piccie is of the marks left by High Speed Archaeology the other morning just before March arrived! Then its Polly showing Tony the Train her poorly leg and him confirming ‘its rest for you’. Really! Then its onto the David Barker column with a piccie of G-BERT followed by his daughter Eleanor Barker flying for Atmosph’Air Montgolfiere Occitanes, demonstrating the rather lovely countryside around Albi, just to give you a nice summery feel. Thanks for calling by and have a great month. April’s News may be just a bit, bit early or not happen as Last of the Summer Wine goes walking in Spain at the end of March! All the best John, Chris, Jane and Polly.

]]>News 04.03.19http://www.easyballoons.co.uk/2019/03/04/news-04-03-19/
Mon, 04 Mar 2019 21:46:51 +0000http://www.easyballoons.co.uk/?p=7020Sorry, tad late Carruthers
This rendition is a bit later than planned on account of Part BOP (see below) stuff flying about, some of which is a bit woolly at the moment, especially the overlap between airworthiness requirements and operational requirements. There are chunks that need a bit of thought before piling in with advice so having just seen the latest British Balloon & Airship Club’s February issue we are holding back a bit. This EASA legislation kicks in next month so things are all a bit Brexit! Keep calm we reckon. As we were about to cut and paste’ or whatever the words are for ‘go to print’ these days is, the BBAC published three goodly bits of info on Cost Sharing, EASA Operations: Balloon Specialised Operations, EASA Balloon Operations: Equipment, Documentation and Procedural Changes for all ballooning. You will have to be a member of the BBAC to access the stuff at http://www.bbac.org/

There isn’t anything in any of it that is really contentious but some of it you will need to act upon. Look out for the odd update, as in ‘random’ not strange! Most of the stuff is covered in EASA’s Balloon Rule Book. Left hand down, chocks away, let go aft...

BOPPY BAS and boogie book
On 8 April a host of new regulations arrive on our launchfield in the form of EASA’s Part BOP Balloon Air Operations Regulations. This introduces a host of new requirements for all ballooning regardless of the operation of the balloon as in, private, what was ‘aerial work’ and Balloon Ride Operations. It also covers gas balloons. The requirements are not that alarming and are not necessarily airworthiness related but there are some considerations that will need addressing. Put basically EASA have produced ‘The Balloon Rule Book’ to make it all crystal clear, possibly! Although it has to be said it is quite user friendly and does contain a lot of the legislation, with links to the main rule. Unsurprisingly for EASA it opens with a disclaimer! This reads, ‘It has been prepared by putting together the officially published regulations with the related acceptable means of compliance and guidance material (including the amendments) adopted so far and certification specifications and acceptable means of compliance and guidance material. However, this is not an official publication and EASA accepts no liability for damage of any kind resulting from the risks inherent in the use of this document’. Well, that’s their bottom well protected then. At 166 pages it can be downloaded from the link at the end and should be read. Actually it is a good useful read and quietly surprisingly amusing here and there (but not much). I love the ‘carriage of dangerous goods’ bit which does allow you to carry fireworks, flares, detonators, fuses, dynamite, ammunition and materials for fireworks in general. Dynamite! Brilliant, but you cannot drop it over ‘congested areas of cities, towns or settlements or over an open air assembly of persons unless its a parachutist carrying a flare’. I know some parachutists that are certainly classed as ‘dangerous goods’. It will I am certain form a basis for future exam questions. There is a separate section on Commercial (Passenger Ride) Operations which is obviously directed at the Ride Industry but it does contain some thought provoking bits and bobs that are worth a read. Towards the end the basic ‘CS31’ design requirements are set out including ‘Restraint Harnesses’ which will be a requirement for compartmented baskets and envelopes fitted with turning vents regardless of use. The various items and requirements are notated as BOS.BAS with a reference number. Simple. Back to Squirrel Nutkin’s nutshell, what will be required. As just mentioned, if you’ve got turning vents you will need a pilot restraint, BOP.BAS.320. This will need to approved to a standard set out in a natty diagram under CS31GB.30 in the back of the BOPPY.BAS book. The anchor point will have to conform to the manufacturers instructions where appropriate. This is under discussion at the moment as it may present problems. You will have to carry a first aid kit BOP.BAS.330 and make sure it contains the required equipment listed and the Germolene is in date! Fire Extinguishers are there, BOP.BAS.335 details expanded in CS31HB.72. Bear in mind the fire extinguisher specification is also in the Manufacturers’ Flight Manual. Additional equipment, hiding in BOP.BAS.350, includes a fire blanket minimum size 1.5x1.8 and a drop line of at least 25m. The other stuff we’d be bonkers not to have like an alternative and independent source of ignition.

There is also a rake of stuff on what is known as Specialised Operations detailed under BOP.BAS.190 which basically relates to special equipment to fulfill the task which affects the behavior of the balloon in flight, carrying external loads or people entering or leaving the balloon during flight, which cover parachuting and the dropping of hang-gliders. For this sort of stuff you will have to develop a risk assessment which is very helpfully and thoroughly laid out in the various AMCs in the same section. Nice one.

Carriage of documents has also been revised under BOP.BAS.050 and allows a pile of paperwork (originals or copies) including the Flight Manual to be carried in the retrieve vehicle. All you need in the basket is the operating limitations, normal, abnormal and emergency procedures and other relevant information to the balloon’s operating characteristics, a Flight Plan if required and suitable aeronautical charts for the area of intended flying. Cripes, that’s great. Maybe the manufacturers’ could help here. Ultramagic issue a mini-Flight Manual which is great but now only the relevant bits are needed. ‘Light weight ballooning syndrome’, I hear you shout.

Joking apart this is the first time I can honestly say that EASA have actually tried, and pretty well successfully produced, something useful and nearly understandable for balloonists. The links lead to the legislation so don’t complicate the basic information. A lot of work has gone into this and should be applauded. Good grief did I really say that? Please download the “Balloon Rule Book” then get it leather bound. https://www.easa.europa.eu/sites/default/files/dfu/Balloon%20Rule%20Book.pdf.

David Barker retires but not quite!As planned David Barker has taken the decision not to re-validate his inspector rating thus ending a rather impressive number of years looking after the safety of balloons both at home and abroad. David’s love for ballooning started in 1968s when, traveling down the M1 he saw some balloons and reckoned that would be a great way to travel. He then spent a couple of years driving around with champagne in his car intent on getting a flight but to no avail. He joined the British Balloon and Airship club in 1970 and then the Southern Balloon Group, buying a share in G-AZOO ‘Carousel’ a Western-built ’65 and got airborne in 1972 and got his licence and an FAI sporting licence before the year end! Enthused, he didn’t hang about and in 1973 won the Air Britain Trophy in Cirencester. The following year he was the joint winner of Coupe Jean Nicot, an Anglo-French championship held in France, and the Rheims Cup. Phew! then in 1975 he won the Coupe Prince de Ligne in Belgium where the prize was another handsome cup and a rather nice side by side shotgun which he still has! From 1975 to 1985 he attended many European balloon meets averaging about eight a year, many in the company of Dick Wirth (part owner of Thunder Balloons) who shared his Thunder van with his Cameron Viva. “Not all manufacturers would do that.” He mused.

As is to be expected more balloons came along. The Southern Balloon Group’s Carousel 1 was replaced in 1976 by G-BDSK ‘Carousel 2’, a Cameron O-65 incorporating aluminised fabric sourced from Thunder balloons and in 1977 he purchased G-BERT, a Cameron Viva ’56 which he flew over his own home-built basket and burner. Those were the days! He went on to build a further five burners plus a quad for use with ‘Big Red’ the Typhoo Tea N-105 he purchased in 1980 on which he converted the red teacup into a pint mug. Nice one. Big Red was his Alpine balloon and he made around 50 high altitude flights using his baskets and burners and on one occasion flew from Gstaad, in Switzerland, to Torino, Italy, reaching speeds of 100mph at 16,500feet. The story of the quad ended in 1981 when he used it in anger for four seconds to halt a rather sudden descent. The effect was so dramatic and the rate of climb so impressive he vowed never to use it again! The list of his achievements and competition successes is pretty impressive to say the least but his biggest achievement was his work as the Chairman of the Technical Committee of the BBAC which he did voluntarily from 1978 to 1983 and responsible to CAA for all certifications (new types, new issues, and Certificate of Airworthiness renewals) on all UK balloons. During this period he persuaded CAA to issue a non expiring C of A subject to annual inspection instead of a £60 annual C of A. Over the next 20 years or so this saved balloonists a total some £500,000 in fees. He then pointed out to the CAA we would incur costs for the annual inspection so to compensate CAA quadrupled the BBAC rebate on new issue Cs of A. This increased BBAC income by around £40,000 per year, and over the next 20 years, by a total of approaching £1 million.

In recognition of his work, at the Royal Aero Club Annual Presentations held on the 1st May 1986, he was presented with the Federation Aeronautique Internationale Tissandier Diploma by HRH Prince Andrew. The citation reads, ‘David Barker has just retired as Chairman of the Technical Committee of the BBAC, a job he has done since 1978. The BBAC is entirely responsible for airworthiness on behalf of the CAA so the Technical Committee is central to the sport. The Chairman, as always, ends up doing all the work and David effectively ran airworthiness for British ballooning throughout this period, maintaining the technical records for several hundred balloons, being responsible for the Technical Committee, and overseeing standards and the appointment and supervision of all Inspectors. The World's largest and most successful hot air balloon builder is Cameron and the three most important manufacturers in Europe during this period, Cameron, Thunder, and Colt, are all In Britain. Balloon manufacture is an outstandingly successful part of sport flying In Britain, three quarters of production being exported, dominating the European and Commonwealth markets, with major sales in America. There is no doubt that simple, fast and effective clarification, much better than the bureaucratic system in many countries contributes significantly. He has been responsible for an important development, certification of all special shape hot air balloons, requiring courage and judgment. Would you certify a 200 ft, long flying chateau or a 56,000 cubic Ice-cream cone? David took it in his stride and contributed to the world wide domination British manufacturers have in special shape advertising balloons. He successfully saw the introduction of the current non-expiring certificate of airworthiness, a significant simplification. The odd situation exists that commercial manufacturers rely on a voluntary organisation for certification. David has made a major voluntary contribution both by hard work and sensible judgment to certification, without which sport ballooning could not continue.’

A Cameron 120 (G-BTXS which went onto the French register) joined the household in 1993 followed by a Kubicek in 2014 when the ‘120 became seriously porous after only 113 careful hours. In 1990 his daughter Eleanor went for her first flight and ended up learning to fly in ‘Bert’ going solo in 2011 and today flies commercially in France where David bought a house in 2005, as he puts it, ‘in the most wonderfully flyable area in France with usually calm winds, beautiful countryside, and wonderful views of the distant Pyrénées’. In 2014, after 42 years as a pilot he retired from holding a license but hasn’t given up ballooning and still flies from time to time. However he didn’t stop inspecting, usually for free, until this year when his rating expired. Ballooning and the BBAc owes him an enormous debt of gratitude and his services will be greatly missed. Although no longer carrying out annual inspections he remains an Airworthiness Review Certificate signatory for us so can still issue ARCs. Thankyou David.http://www.easyballoons.co.uk/2014/12/23/light-is-right-the-hot-tom-and-the-barker-burner/http://dbarker.atwebpages.com

New Head of CAA’s General Aviation Unit announcedThe UK Civil Aviation Authority (CAA) has appointed Rachel Gardner-Poole as the new Head of its General Aviation Unit (GA). She will take up the post later this year following the departure of current head Tony Rapson after more than five years.

Rachel brings a wealth of aviation experience to the role and is currently Portfolio Director at the Civil Aviation Authority. She began working for the CAA in the General Aviation Unit, in which she played a leading part in implementing changes following its launch in 2014. Her previous experience includes working on counter-terrorism with the Home Office and as a scientific researcher in the defence sector, where she learned to fly. She also volunteers for a flying charity which delivers aid and emergency relief to remote locations. Mark Swan, Group Director Safety & Airspace Regulation, said: “We are delighted to make this announcement. Rachel is the right candidate for this role. Her ability to deliver complex projects, combined with her strong leadership skills and wide-ranging aviation experience, made her the obvious choice. Many in the General Aviation community will already know Rachel and I am sure they will welcome her appointment. Tony Rapson has done an incredible job leading the General Aviation Unit since its inception in 2014, and has delivered significant improvements for the General Aviation sector. We thank him for his hard work and dedication to date and look forward to continuing to benefit from his experience in the coming months, ahead of this change.” Rachel said, “I’m really looking forward to working with the dedicated and professional colleagues in the General Aviation Unit. I’ve been passionate about aviation for many years and my first role here was as the General Aviation Programme Manager where I used my flying knowledge and experience to implement positive changes. I’m delighted to be returning to the unit in May to build on the excellent work of Tony Rapson and the team. Rachel will work with Tony in the handover period ahead of her start date later this year.”

Heads up - The Transatlantic Challenge or Transatlantic Tales Conference.
Giles Camplin, of rusty airship and balloon fame, has suggested that some of you might be interested in a One-day Seminar on 3 June 2019? It is being run by the Historical Group of the Royal Aeronautical Society in conjunction with the RAeS Air Transport Group at their swish HQ at No.4 Hamilton Place, London W1J 7BQ. The Historical Group put forward the idea of the event because 2019 sees not only the centenary of the first non-stop transatlantic crossing but also anniversaries of the first flights of Concorde (1969) and the Boeing 747. The seminar will look at all of these achievements and throw light on some of the less well known aspects. No other events are known to be planned in the UK. The details have yet to be finalized, most probably on 12 March. The title (yet to be confirmed) will be 'The Transatlantic Challenge' or 'Transatlantic Tales'. Provisionally the draft programme is hoping to include: Alcock & Brown’s competitors (Peter Elliott), Transatlantic airships (Wendy Pritchard), Design of Concorde (Tony Buttler) and some stuff on the VC10 and Boeing 707. Also in the planning stage is a paper on Concorde operations (possibly Capt. David Rowland), USAAF transatlantic flights during the Second World War (Jeremy Kinney) and the development of the Boeing 747 (Bob van der Linden). The presentation on Transatlantic Airships is being given by the daughter of Pritchard who parachuted from the R34 on its arrival in New York in 1919 making him the first person to arrive in America by air! Sadly he died when the R38 broke up over the Humber Estuary two years later. The cost for the One-day Conference will be £35. More details to follow or contact Giles Camplin at gilescamplin@msn.com.

While you’re at it…..
As aforementioned sort of thing, tis’ a fine year for stuff to celebrate. 14 June 1919 saw Alcock and Brown’s Vickers Vimy take-off from Newfoundland and arrive in Derrygilmlagh Bog in Co Galway Ireland on 15 June the flight having taken 16 hours and covered 1890 miles and won the Daily Mail prize of £10,000. Then we have the R34 taking a leisurely 108 hours to reach New York on July 1919 and return on the 10th reaching Pulham on the 13th July having taken a nippy 75 hours thanks to tail winds. The total mileage for this, the first return flight across the Atlantic had been 7,420 miles. No prizes. On a grander scale the Russians crashed Luna2 on the moon in 1959 kicking off the ‘Space Race’ and on 20 July 1969 the Americans poked them in the eye with the Apollo 11 mission plopping the first men on the moon. That was a bit further and it took 8 days to get there. We had a Man in the Moon on Coombe Hill in Wendover in 1784. Sorry, where was I? Its also 60 years since the Mini was launched and Hawaii became an American state. Must get a flowery shirt.http://www.airshipsonline.com/airships/r34/R34-Altanticflight.htmlhttp://1959miniregister.com/

Farewell The Oxford Balloon Company As a result of having done it for so long and the ageism of licensing John Rose has flown his last passengers. His popular, friendly Oxford Balloon Company have now ceased operations and the kit, including his trusty Cameron A-140, G-OXBC (400 hours all hyperlast less two bottom panels, nudge,nudge!), is up for sale. John ‘Rosey’ Rose reckons it has been marvelous. His company flew regularly in and around Oxford to much acclaim. In recent years he has been active in gas ballooning, his passion these days, and has competed in the Gordon Bennett and last year flew the specially built gas balloon that will be the star of the up and coming film, The Aeronauts, all about James Glaisher and due for release in October. Its all top secret of course! Thanks go to John for letting us look after his balloon and act as his Maintenance Organisation ever since we set up the Easy Balloons CAMO. Appreciated. Any outstanding unflown passengers need not worry as John will be in contact with them and they will be getting a refund. John can be contacted by email at sales@oxfordballoon.com

Do you really know where you are?
Although clearly aimed at aeroplanes the following note from the Airprox lot is worth a read especially if you fly through or close to controlled airspace. Its all speed equals distance times time. It appears that there’s a different bit of a theme that’s cropped up in recent Airprox, the need for accuracy in passing information to Air Traffic Control. Two incidents, among others, highlighted this, a close encounter involving a Jetstream and a TB10 (Airprox 2018211) and another between a DHC-6 and a PA-28 (Airprox 2018221). As with most incidents there were multiple factors at play, but it was notable that in both of these the pilots of the GA aircraft had passed inaccurate information that both ATCs (neither of which had radar) then used as they formulated a subsequently flawed plan. In the first incident, the TB10 pilot initially told Wick he was 10nm south of the field (heading north) when in fact he was 20nm away; this led to the controller thinking the TB10 would easily be through the Jetstream’s southerly climb-out lane as it departed, when in fact the TB10 was still a factor. In the second Airprox, the PA-28 pilot gave a time estimate of five or six minutes to arrival at Land’s End, but actually arrived only about two minutes later. In the meantime, the controller had cleared the DHC-6 to left-base ahead, and both he and the DHC-6 pilot were concerned when the PA-28 then joined right-base. Acknowledging that an estimate is just that, if it subsequently becomes obvious that it’s wrong then update ATC so that they can modify their plans accordingly. Fortunately, in both these incidents the commercial aircraft became visual with the other aircraft as they closed on each other and so more serious incidents were averted; however, heartbeats could have been saved both in the commercial cockpits and ATC if an accurate update had been made. The need for accuracy in passing information to ATC is axiomatic; if unsure of your position, be up-front with ATC so that everyone understands that there is uncertainty and they can then factor that into their plans. Ultimately, no information is better than wrong information.https://www.airproxboard.org.uk/Topical-issues-and-themes/Director-UKAB-s-Monthly-Summary/?mc_cid=5f4d72de5d&mc_eid=5b3b56b6e7

Great news from DFDS
DFDS have advised Mr Such that they have created the Bruit Guarantee so their customers can rest assured their trip is safe with DFDS. They are saying that if you want to travel to Europe in 2019 book direct with DFDS and enjoy free cancellations on any booking made before 29 March 2019 for travel between 1 March and 20 September. This also applies to the bookings made either through the secure hidden webpage at www.dfdsseaways.co.uk/offers/b-b-a-c or by calling the DFDS Customer Contact Centre on 0871 574 7235 or International +44 208 127 8303 and by quoting Partner Offers and BBAC during the call (the website offer code is IMPART). It is important that in the event you wish to cancel your booking made before 29 March 2019 for travel between 1 March and 20 September, you do contact DFDS and cancel your trip at least 14 days before your date of travel or the Bruit Guarantee will not apply. Can’t say fairer than that.

Old & Rusty balloonist takes to the road - how appropriate
Martin Turner of the British Balloon Museum and Library is all set to take part in the 2019 Rust Bucket Rally. This involves buying a car for £500 or less and then bashing it around 2100 European miles in four days. What could go wrong. Martyn and his mate Duncan have taken up the challenge and I seem to think they have bought a Mazda, covered it in stickers and are ready to go. Martyn explains that the rally is raising money for a really worthy cause, Children are Butterflies, and we would appreciate if you could spare us a donation using the link below. You can also follow all the action on the Rust Bucket Rally Facebook page where you will see live updates over the 4 days in June. There is more information on the Just giving page and plenty on the WWW. We are one of 52 cars taking part this year. Thanks in advance - Martyn Turner.https://www.justgiving.com/DYBDOB?utm_source=Sharethis&utm_medium=fundraisingpage&utm_content=DYBDOB&utm_campaign=pfp-email&utm_term=kV4wWEn7z Just Giving sends your donation straight to Children Are Butterflies and automatically reclaims Gift Aid if you are a UK taxpayer, so your donation is worth even more. Facebook site for the Rust Bucket Rally is here https://www.facebook.com/groups/201472463376526/.

Here’s a trailery thing
From 28 March 2019, it will be a requirement for certain trailers travelling abroad to be registered with DVLA. On 25 February 2019, DVLA delivered an online trailer registration service to allow customers to register their trailers ready for international travel. When registered, trailers must display a trailer registration number plate in addition to the registration number plate of the towing vehicle. The trailer registration mark will consist of one letter followed by seven numbers. They will be grouped as one letter and three numbers followed by a group of four numbers, for example A123 4567 in this layout. The plate should use the standard font and have the following characteristics: characters should be 64 millimetres in height have a width of 44 millimetres, except for the character representing the number '1' and letter 'I', which must have a width of 10 millimetres have a stroke width of 10 millimetres be separated by 10 millimetres from any other characters within a group, groups of characters in the registration mark must be separated from one another by a space of 5 millimetres vertically. The width of the margin between the top or lateral edges of the registration plate and any part of a character used to display a registration mark on it must be at least 5 millimetres the width of the margin between the bottom edge of the registration plate and any part of a character used to display a registration mark on it must be at least 13 millimetres. The trailer registration plate must have solid black characters on a white background. No material, other than a registration mark, may be displayed on a registration plate except for information that identifies the manufacturer of the registration plate.

The Trailer registration scheme is a DVLA service for certain UK trailers used internationally. It is being introduced as part of the UK’s ratification of the 1968 Vienna Convention and to address the issues already faced by customers using UK trailers abroad. Not every trailer in the UK needs to be registered. Registration will be mandatory for all commercial use trailers travelling internationally that weigh over 750kg in gross weight. Registration is also mandatory for non-commercial use trailers that travel internationally and weigh over 3,500kg in gross weight. The trailer registration plate must be fixed to the rear of the trailer in a position that is as far as reasonably practicable from the position of the towing vehicle registration plate. If it is not possible to fix a registration plate on the rear of the trailer, a registration plate must be fixed to both sides of the trailer and in such positions that in normal daylight the characters of the registration mark are easily distinguishable from either side of the trailer. There is no requirement for the trailer registration plate to be retroflective but it is not illegal to display one. The largest minimum size for a trailer registration plate (for example. a plate displaying a trailer registration number which does not contain an I or 1) will be 216mm by 151mm. A plate the size of an industry standard motorcycle plate (231mm by 164mm) could be used but the plate must be white. Now you can make one yourself.

Further information on the Trailer Registration Scheme can be found at www.gov.uk/euexitdriving. You can also sign up here for DVLA email alerts on the new scheme.

Are you feeling lucky? - Its only the GPS Week Rollover
Before you start reading this I have to be honest and say I have no idea what is about and any editing on my part may well make it totally meaningless. In a squirrel nutshell, navigation and timing information from the Global Positioning System (GPS) is used by many aircraft and ground-based aviation systems, has been issued. The GPS navigation message contains date and time information in the form of a sequential week and seconds counter, which first started on 6th January 1980. As the week counter rolls over every 1024 weeks, it will do so on 6th April 2019 for the second time in history. Systems using GPS for obtaining date and time are required to ensure that a correct progressive week count is maintained. To address this EASA has issued Safety Information Bulletin SIB 2019-01 -

The purpose of this SIB is to raise stakeholders’ awareness concerning the potential adverse effects of the GPS week rollover on systems that are used for navigation or time synchronisation. The GPS provides position, navigation and timing information to many systems used in aviation: on-board Global Navigation Satellite Systems receivers, Flight Management Systems, Enhanced Ground Proximity Warning Systems, Air Traffic Management Systems, and Surveillance Systems.
Among other messages, the GPS transmits the date and time in a specific format that consists of the current week and the current number of seconds in the week.
However, the field that contains the week number is a 10-bit binary number. This limits the range of the week number to 0 – 1023, or 1024 total weeks. The GPS week zero started 06 January 1980, and the first reset of the 1024 weeks counter happened on 21 August 1999. The next reset of the week counter from 1023 to zero will be on 06 April 2019. To mitigate any adverse effects of the GPS week rollover, GPS receiver manufacturers often shift the 1023 window with reference to another date within the receiver. One common method is to use the date of the firmware as a reference. Using this method, the problem could also occur, but on a different date and in a different year from the actual GPS rollover date. As the GPS time is ahead of UTC time by 18 seconds, the GPS week rollover will occur on Saturday 06 April 2019, at 23:59:42 UTC. At this time, the safety concern described in this SIB does not warrant the issuance of an operational directive under Commission Regulation (EU) 965/2012, Annex II, ARO.GEN.135(c), nor any safety directive action under Commission Regulation (EU) 139/2014, Annex II, ADR.AR.A.040.
In order to mitigate any safety risk related to the GPS week rollover, EASA recommends taking the following proactive measures:
Assure that the latest software update is installed on potentially affected GPS receiver(s). Request information from the GPS receiver manufacturer regarding its robustness against the GPS week rollover. If possible, perform tests that simulate the GPS week rollover, e.g. using a GPS simulator.
If it cannot be confirmed that a particular type of GPS receiver is not affected by the GPS week rollover, it should be assumed that a failure of the systems that rely on data from that GPS receiver might occur, and appropriate mitigation measures should be established. For further information contact the EASA Safety Information Section, Certification Directorate. E-mail: ADs@easa.europa.eu. The SIB is athttp://ad.easa.europa.eu/ad/2019-01

First for us - Ultramagic Mk 32 burner in for inspectionIts been around for while now but we got our first sight of the Ultramagic Mk32 burner the other day. Now most burners are all pretty much like the other and when a new version comes out its hard to tell what has actually changed. This is true as far as the jet ring and way it works go but actually Ultramagic have put a bit of common into this version. It is looks very nice and appears straightforward to work on so heads up there. The huge billet of ali that was the Mk21 block has been redesigned and has shed weight for sure. The controls remain the same but the quality of the post and connecting tube has been massively improved. That was always the weak point on the old Mk21 (and other brands that are available) it being very easy to bend the cans out of alignment and the daft little set screws that held the crosstube in place, rip out. This setup looks a whole lot tougher. Using the burner is a pleasure but the whisper valve handle is a tad on the heavy side to operate on account of a heavy return spring on the stem. Be interesting to get one to bits and have a look see. My only concern would be on the enclosed housing that covers the blast valve and whisper valve. It is similar to that on the dreadful double-coiled thing they built, the number of which escapes me, but it was prone to corrosion and sticking levers as a result of the overlapping workings. Having said that this does appear to be a much neater job. Now here’s the double-edged sword. Brilliant is the simple solution to radical curves in the fuel lines. They run into the block at about 45º so run much more comfortably to the uprights. Such a simple thing. Downside to this is that the blocks are not handed so the hoses will have to run down diagonally opposite poles. Now I understand it is a big saving only having to produce one block but most pilots I know like the hoses to run down either the front or the back poles. Do you know what? I reckon if the cans and blocks were handed I’d have one. Oh, did I mention the frame? Well its sadly still a great lanky thing but then I suppose to change that would mean changing the poles. Still the burner bag (supplied foci) is big enough to get John into.

Just to be clear Roger - Ballooning Frequency now 122.480kHz
With the new frequency and radio requirements now in place and set in law Glen Everett wrote up a nice easy to understand piece on the subject that appeared in the January Pilots’ Circular published by the BBAC. Copied below, it is well worth a read and if you need a new radio give him a call.

Many people are still unaware the Ballooning Frequency has now moved to an 8.33 channel, so it is now 122.480 and no longer 122.475. Here are some of the FAQ's I keep being asked.....
Is it illegal to use a 25khz radio on a frequency that has changed to 8.33 spacing (that is nearly everything now, including the ballooning frequency)? So, yes it is now technically illegal to use your old radio on 122.475 and very shortly it be illegal to use an “old” 25khz radio on anything other than the emergency channel 121.50.
My old radio still works so why can’t I use it? Yes it may well! But apart from being illegal, you could be talking over an adjacent 8.33 channel (frequencies)
Do I have to change my retrieve radio or car base station? - - YES
Is my radio 8.33? Unless you have bought a new radio in the last few years, then probably not, also some older Icom A6 radios are not 8.33! (see lower down for more info).
My radio is 8.33 compliant but I cannot tune into 122.480? Most radios are set to 25khz from the factory as they are sold around the world. You will have to re-set your radio up to 8.33 spacing in the settings menu however, unless purchased recently almost all older radios are not 8.33 compliant. Usually Menu/setting/frequency Step/8.33.... Please Read the manual !!! Some radios can be re-programmed but this a job for the repair shop. Icom A110 radios SN<150 can be reprogrammed to accept 8.33 but sadly no others in the range can.

The following radios are categorically not 8.33 kHz compatible:
Icom IC-A2/A20/A21/A20MKII/A3E/A22E, older Icom A110's, older Icom IC-A6E/A24E models. Older Icom IC-A6E/A24E models. Earlier models manufactured before 2012 are not compatible or upgradeable (usually serial numbers starting with 23 or 24 for the IC-A6E and starting 03 or 04 for the IC-A24E). Delcom, PYE, Motorola, Westminster and Philips base stations etc. Older Yaesu radios (some will receive on 8.33 but not transmit). If you’re not sure, try entering an 8.33 channel!

If you need a new radio or further advice on the choices available then give Glen a call or drop him a mail. He does a wide range of radios from basic models that work (love it) and start from a very realistic and reasonable £167.00 which includes batteries, charger and VAT to much more expensive latest all singing dancing Hi-tech jobbies with built in GPS which I would probably give up on! He also stocks a the whole range of Yaesu and Icom models, his own range of aerials and base stations along with spares. Email Glen Everett at HYPERLINK office@flyingadverts.co.uk or give him a call for some expert advice on 01622 858956, mob 07801 639489.

Here’s a thing not to miss
Would anybody be interested in taking their balloon to one (or two) events this summer at The Shuttleworth Collection at Old Warden, near Bedford? It is probably the best collection of airworthy veteran and vintage aircraft in the world. We have taken our balloon previously but cannot make it this year. They are looking for a balloon to tether/display at their 'Spitfire Proms' evening concert/display on 17 Aug, and a General Aviation themed afternoon/evening display on 20 July 2019. Well worth a visit if you have not been and a friendly, well-organised historic airfield with a fantastic museum and display of historic aeronautica. Good cream teas, stately home and gardens for crew/family to see too... If anyone is interested, please email Richard Gyselynck richard.gyse@gmail.com

Cameron burner coil supplier revealedWe are yet to see a Cameron Neo burner (like a Stratus but different, we are told) but were surprised to discover the secret of their development when the latest Cameron delivery arrived. Pleased to see that they employ re-cycling but astounded to see that the factory is taking deliveries from La Hacienda, ‘Global Experts in Outdoor Heating’. Made us chuckle. Laughed even more when we looked them up on the wibbly wobbly. This is their sales pitch on the website under ‘our story’. ‘Up, up and away. From humble beginnings operating from the bedroom of our family home, we continued on our mission. With amazing support from every single customer, the range expanded to include firepits, outdoor ovens and décor. Our team also grew; we now operate from a huge ex aircraft hangar on a picturesque Cotswolds airfield’. Couldn’t be better. Actually we reckon, not to be outdone by Lindstrand Technologies getting the contract to build the gas balloon in Aeronauts, Camerons are building a replica Montygolfing brothers paperbag and La Hacienda are supplying the brazier or even brasier. Actually they are wholesalers for a very fine range of outdoor ovens, heaters and the like so maybe Camerons are bulk buying and are about to diversify. I’d give them a ring see if they want a balloon? Based on Aston Down Airfield near Stroud check them out at https://www.lahacienda.co.uk/our-story/.

Exploding door syndrome
SIB 2019-02 - Safety Information Bulletin: Explosive Door Openings on Parked Aeroplanes. Spotted in the list of things to check out was this rather enticing Safety Information Bulletin. Checking it out it would appear to be something I hadn’t really considered but makes clear sense. Obviously we don’t have the same problem with wicker baskets or Westfalia trailers but have a gander. There have been several occurrences of explosive door openings on parked aeroplanes, resulting in injuries, including fatalities, to persons inside or outside the aeroplane. The main factor leading to these occurrences was an inadvertent development of an excessive differential pressure between the inside and the outside of the aeroplane.

When an aeroplane is parked, cooling or heating of the aeroplane cabin can be provided through the air-conditioning system powered up by the auxiliary power unit (APU) or an external source of air (e.g. ground air-conditioning cart) ducted to the aeroplane cabin. Closing all aeroplane doors helps to reach and maintain the desired temperature. However, it may also result in an undesired build-up of excessive differential pressure between the cabin and the outside environment, if the outflow valve is closed. As a result, this may cause an explosive door opening. This may happen during normal operation of the aeroplane, during maintenance activities, or when conducting practical training of personnel on the aeroplane on ground. Therefore, operational procedures must be in place to mitigate this hazard.

Such procedures should ensure that there are always means to release the cabin air pressure before conditioning the cabin on ground with the APU or an external source, and before opening the aeroplane door. Such procedures must take into account the instructions provided by the aeroplane Type Certificate Holder (TCH). Well there you have it. To see the details OF this Publication, please click OR copy the following: URL: http://ad.easa.europa.eu/ad/2019-02

UK Ladies Meet celebrates 10th year - details now out Yippee, The UK Women’s Balloon Meet have just realised that time flies and this year will be their rather special 10th gathering since Allie Dunnington established the event in 2010 to promote women in ballooning and support newcomers into the sport. Since then they have celebrated several new female pilots joining their little gang! So, just to remind you like, this is to let you know (if you haven't seen the facebook event thingy) that they will be gathering this year on the weekend of 26-28 April at Gloucestershire Airport (Staverton) for the usual mix of relaxed family-friendly flying and great social events. Details are still being finalised and they'll send out more info and booking forms soon. For this special anniversary they are hoping to bring flying from the airport over lovely Gloucestershire countryside with the possibly of flights from alternative launch site/s. Opportunities for flight swaps with fixed-wing pilots and a chance to see other forms of aviation in action throughout the weekend. Day-time talks, events and social time to swap stories with members of the British Women Pilots' Association (BWPA) along with support for PuTs and instructor flights for those in need. A sneaky preview of a new exhibition at the Jet Age Museum. Saturday evening buffet dinner with fancy dress competition and after-dinner entertainment (a bit of a party as it's their 10th!) at the nearby Jury Inn. Sunday brunch BBQ with prize-giving. All this and for the hardened campaigners, camping on the airfield! Blokes are welcome but must be accompanied, or dragged along, by a lady pilot or PuT. Importantly, as it’s a very active airfield, you will need a licensed 8.33kHz radio! For more information or to add yourself to the email list contact Marie Orchard at HYPERLINK "mailto:womeninballooning@gmail.com" womeninballooning@gmail.com. If you’re a Facebook user, join the event on the Women in Ballooning page for updates

Flying Scholarships launchedThe Honourable Company of Air Pilots’ scholarship programme for 2019 has just been launched. Last year seven Private Pilots Licence Scholarships, 13 Gliding Scholarships and two Instructor Scholarships were awarded. The scheme grants scholarships with the aim of supporting individuals who might otherwise not have the necessary resources to gain flying experience and ultimately achieve their Private Pilot’s Licence (PPL). Candidates must be at least 17 on 1 June 2019 and complete the course by the beginning of October. One of the sponsors of the scheme, the TAG Farnborough Airport, is providing a Scholarship in conjunction with the airport’s “Aviation to Education” programme. Now in its 12th year, this engages schools and colleges within the local area to inform and educate about aviation. Over the past decade, scholarship recipients have progressed to many professional roles within aviation industry. Last year’s TAG Scholarship recipient, the youngest so far, 17-year-old Réshé Harrison, was able to pursue his dream having overcome leukaemia as a child. He completed his flight training at Redhill Aviation Flight Centre and successfully gained his PPL last October ahead of going to university to study Aviation Management. There is also a scholarship available for gaining a gliding licence, minimum age 16, also through Honourable Company of Air Pilots. Further information and application details are available on their website. Please note, applications must be in handwritten form and sent as a pdf. www.airpilots.org/career-matters/scholarships/flying-scholarships-2019

Then there were this trees……Caught our eye this. Its all well and good having a shed but if you’ve got a hotel by an airport why not have a plane. When we say plane, how about a complete retired Jumbo jet. Corendon Village Hotel are doing just that. They have only gone and bought retired KLM Boeing 747-400 PH-BFB, ‘City of Bangkok’, having clocked up a total of 134,279 hours, equating to over 6 million passengers carried! The thirty year old aircraft was the oldest B747-400 in scheduled passenger service. Her last scheduled flight was from Los Angeles on 25 November 2018 touching down in the morning of the 26th at Amsterdam-Schiphol Airport after a 10 hour 25 minute flight. From Schiphol it flew to Rome where it got a full re-paint. On 14 December 2018 she made her last ever flight returning in her new Corendon colours. Since then the engines have been removed from the pods in preparation for towing across the airport, over the canal and across the fields to the Hotel where it will become “The Boeing 747 Experience”, due to open later in the year. We trust the opening ceremony will be as good as the naming ceremony in 1989, held in the KLM hangar at Schiphol when she was blessed by Thai monks flown in from a monastery in the Laksi area of Bangkok. She made her first flight to Thailand in 1991. The Amsterdam Corendon Village Hotel itself opened last year and is the biggest hotel in the Benelux Region with 680 rooms (and soon a Jumbo Jet!). We worked out that, to be on the safe side, it will take about 14 years before the Hotel clocks up 6 million guests staying over. The move to its new site is expected to take five days. Access will be through the front passenger door but quite what the interior will be converted into is not yet clear. Hope they keep the bar. <3>
HYPERLINK "http://www.airportspotting.com/klm-747400-corendon-colours-display-amsterdam-hotel/" http://www.airportspotting.com/klm-747400-corendon-colours-display-amsterdam-hotel/

Super duper CAA ATZ Policy Statement issued
The CAA have issued a new policy document concerning the establishment and dimensions of Air traffic Zones for our deliberation. Opening the document (which has no number!!) named, somewhat evocatively, ‘Replacement ‘Establishment and Dimensions of Aerodrome Traffic Zones (ATZ)’, reveals that it outlines and provides new forms and guidance notes when applying for an Air Traffic Zone. It supersedes the edition published 17 February 2016. “What?” I hear you say, “No stakeholders roadmap-type talk?” Fill in for a laugh and send it in on April 1st. Only kidding.http://publicapps.caa.co.uk/modalapplication.aspx?catid=1&pagetype=65&appid=11&mode=detail&id=8988

Black Horse All Fools Meet dates…and a One Man Meet!
Couple of last minute dates for the diary. The Black Horse Balloon Club has just announced that the long standing All Fool’s Meet will be back from 19-22April and they are also planning a One Man Meet from 31 May-2 June. The pub is now under new management and has had a bit of a makeover. The original chef is still cooking away so the food is great. For us lot the field has been tidied and the grass is being managed on a regular basis so all looks well. Come and be bonkers in Bucks. See how HS2 are getting on. They've found a hillfort over the road from the pub. Free camping on the lauchfield only feet away from grub and beer. For details of either event please contact peter@bmss.biz.

The Bicester Beech 18Now there are piccies and there pictures that capture the moment. This really is rather lovely. A rather shocked-awake Barry let it be known that explosions, gunfire and general pyrotechnics have been going on at Bicester Airfield, home of Bicester Heritage Centre, in the middle of the night. Then later that same day appeared a rather lovely Beech 18, like what Phil Dunnington managed to fly to America in, doing landings, take-offs and circuits. Turns out it is all about a new TV series being filmed. Its called Pennyworth and is set in the 1960s and based on Alfred Pennyworth who becomes Batman’s butler. The sun was setting when Barry managed to get this evocative shot of the final landing of the day. Magic.https://en-gb.facebook.com/groups/154233335121389/ The Beech 18 C45 1164 Facebook page.

]]>News Update 10.02.19http://www.easyballoons.co.uk/2019/02/10/news-update-10-02-19/
Sun, 10 Feb 2019 12:47:54 +0000http://www.easyballoons.co.uk/?p=7011What’s your Vector, Victor?
Hot off the press the Pennine Region have spare places on their RT licence course which takes place on Saturday 23rd February near Harrogate, North Yorkshire. The course includes all study materials, classroom tuition, and exams. Short notice but if you want to join them please contact them asap. The cost is £200 with an £80 deposit. Please Contact treasurer@prba.org.uk on the ‘urry up.

As if that isn’t enough then you could combine your visit with The Brass Monkey Meet (22-24 February) where Tim Orchard will give one of his lively and entertaining Concorde talks at the dinner, which I suppose could be another Timbo Day. All welcome closing date for registration is 17th February. For details and an entry form http://www.prba.org.uk/entry.asp?meet_id=33 or contact meets@prba.org.uk